Reeds-12 Motor Engineering Knowledge

REED'S
MOTOR
ENGINEERING
KNOWLEDGE
FOR M A R I N E
ENGINEERS
T H O M A S D MORTON
CEng, FIMarE, MIMechE
Extra First Class Engineers' Certificate
LESLIE JACKSON
BSc, CEng, FIMarE, FRINA
Revised by
ANTHONY S PRINCE
Med, CEng, FIMarE
ADLARD COLES NAUTICAL

London
Published by Adlard Coles Nautical

an imprint of A & C Black Publishers Ltd
36 Soho Square, London W I D 3QY
www.adlardcoles.com
Copyright
PREFACE
Thomas Reed Publications 1975, 1978, 1994
First edition published by Thomas Reed Publications 1975

Second edition 1978
Reprinted 1982, 1986
Third edition 1994
Reprinted 1999, 2000
Reprinted by Adlard Coles Nautical 2003, 2006 (twice), 2008, 2009
ISBN 978-0-7136-6947-3
All rights reserved. No part of this publication may be reproduced i n any
form or by any means - graphic, electronic or mechanical, including
photocopying, recording, taping or information storage and retrieval
systems - without the prior permission i n writing of the publishers.
A CIP catalogue record for this book i s available from the British Library.
This book is produced using paper that is made from wood grown i n
managed, sustainable forests. It is natural, renewable and recyclable.
The logging and manufacturing processes conform t o the environmental
regulations o f the country of origin.
Printed and bound i n Great Britain
Note: While a l l reasonable care has been taken i n the publication of this
book, the publisher takes no responsibility for the use of the methods or
products described i n the book.
The object of this book is to prepare students for the Certificates

of Competency of the Department of Transport in the subject of
Motor Engineering Knowledge.
The text is intended to cover the ground work required for both
examinations. The syllabus and principles involved are virtually the
same for both examinations but questions set in the First Class
require a more detailed answer.
The book is not to be considered as a close detail reference work
but rather as a specific examination guide, in particular all the
sketches are intended as direct application to the examination
requirements.
The best method of study is to read carefully through each
chapter, practising sketchwork, and when the principles have been
mastered to attempt the few examples at the end of the chapter.
Finally, the miscellaneous questions at the end of the book should
be worked through. The best preparation for any examination is to
work on the examples, this is difficult in the subject of Engineering
Knowledge as no model answer is available, nor indeed any one text
book to cover all the possible questions. As a guide it is suggested
that the student finds his information first and then attempts each
question in the book in turn, basing his answer on either a good
descriptive sketch and writing or a description covering about lf
pages of A4 paper in f hour.
ACKNOWLEDGEMENTS
TO THIRD EDITION
I wish to acknowledge the invaluable assistance given, by the
following bodies, in the revision of this book:
ABB Turbo Systems Ltd.
New Sulzer Diesels Ltd.
Krupp MaK Maschinenbau GmbH.
Dr. -1ng Geislinger & Co.
Wartsila Diesel Group.
The Institute of Marine Engineers.
SCOTVEC.
I also wish to extend my thanks to my colleagues at Glasgow
College of Nautical Studies for their assistance.
Anthony S. Prince, 1994.
CONTENTS
CHAPTER 1
1- 28
CHAPTER 2
29-10
CHAPTER 3
101 - 128
CHAPTER 4
129 - 158
BASIC PRINCIPLES
Definitions and formulae. Fuel consumption and
efficiency, performance curves, heat balance.
Ideal cycles, air standard efficiency, Otto,
Diesel, dual, Joule and Carnot cycles. Gas
turbine circuits. Actual cycles and indicator
diagrams, variations from ideal, typical practical
diagrams. Typical timing diagrams.
STRUCTURE AND TRANSMISSION
Bedplate, frames, crankshaft, construction,
materials and stresses, defects and deflections.
Lubricating oil, choice, care and testing.
Lubrication systems. Cylinders and pistons.
Cylinder liner, wear, lubrication. Piston rings,
manufacture, defects. Exhaust valves.
FUEL INJECTION
Definitions and principles. Pilot injection. Jerk
injection. Common rail. Timed injection.
Indicator diagrams. Fuel valves, mechanical,
hydraulic. Fuel pumps, jerk. Fuel systems.
SCAVENGING AND SUPERCHARGING
Types of scavenging, uniflow, loop, cross.
Pressure charging, turbo-charging, under piston
effect, parallel, series parallel. Constant pressure
operation. Pulse operation. Air cooling. Turbocharger, lubrication, cleaning, surging,
breakdown.
CONTENTS (cont.)
CHAPTER 5
159 - 176
CHAPTER 6
177 - 194
CHAPTER 7
195 - 216
CHAPTER 8
217 - 234
CHAPTER 9
235 - 256
CHAPTER 10
257 - 270
STARTING AND REVERSING

General starting details. Starting air overlap,
firing interval, 2- and 4- strokes, starting air
valves, direct opening and air piston operated, air
distributor. General reversing details, reversing
of 2-stroke engines, lost motion clutch,
principles, Sulzer.
Practical systems. B. and W., Sulzer starting air
and hydraulic control. Rotational direction
interlock.
CONTROL
Governing of diesel engines., flyweight
governor, flywheel effect. Proportional and reset
action. Electric governor. Load sensing, load
sharing geared diesels. Bridge control. Cooling
and lubricating oil control. Unattended
machinery spaces.
ANCILLARY SUPPLY SYSTEMS
Air compressors, two and three stage, effects of
clearance, volumetric efficiency, filters, pressure
relief valves, lubrication, defects, automatic
drain. Air vessels. Cooling systems, distilled
water, lubricating oil, additives.
MEDIUM SPEED DIESELS
Couplings, fluid, flexible. Clutches. Reversible
gearing systems. Exhaust valve problems.
Exhaust valves. Design parameters. Typical 'V'
engine. Lubrication and cooling. Future
development.
WASTE HEAT PLANT
Boilers, package, multi-water tube sunrod,
vertical vapour, Cochran, Clarkson, Gaslwater
heat exchangers. Silencers. Exhaust gas heat
recovery circuits, natural and forced circulation,
feed heating.
MISCELLANEOUS
Crankcase explosions, regulations. Explosion
door. Flame trap. Oil mist detector. Gas turbines.
Exhaust gas ernmissions.
CONTENTS (cont.)
271 - 286
TEST QUESTIONS.
287 - 296
SPECIMEN QUESTIONS
297 - 304
INDEX
CHAPTER 1
BASIC PRINCIPLES
DEFINITIONS AND FORMULAE
Isothermal Operation (PV = constant)
An ideal reversible process at constant temperature. Follows
Boyle's law, requiring heat addition during expansion and heat
extraction during compression. Impractical due to requirement of
very slow piston speeds.
Adiabatic Operation ( P V =~ constant)
An ideal reversible process with no heat addition or extraction.
Work done is equivalent to the change of internal energy. Requires
impractically high piston speeds.
Polytropic Operation (PVn = constant)
A more nearly practical process. The value of index n usually lies
between unity and gamma.
Volumetric Efficiency
A comparison between the mass of air induced per cycle and the
mass of air contained in the stroke volume at standard conditions.
Usually used to describe 4-stroke engines and air compressors. The
general value is about 90 per cent.
Scavenge Efficiency
Similar to volunletric efficiency but used to describe 2-stroke
engines where some gas may be included with the air at the start of
compression. Both efficiency values are reduced by high
revolutions, high ambient air temperature.
Mechanical Efficiency
A measure of the mechanical perfection of an engine. Numerically
expressed as the ratio between the indicated power and the brake
power.
REED'S MOTOR ENGINEERING KNOWLEDGE
BASIC PRINCIPLES
Uniflow Scavenge
Exhaust at one end of the cylinder (top) and scavenge air entry at
the other end of the cylinder (bottom) so that there is a clear flow
traversing the full cylinder length, e.g. B and W Sulzer RTA (see
Fig. 1).
Specific Fuel Consumption

Fuel consumption per unit energy at the cylinder or output shaft,
k@Wh (or kg/kWs), 0.19 kg/kWh would be normal on a shaft
energy basis for a modern engine.
Loop Scavenge
Exhaust and scavenge air entry at one end of cylinder (bottom),
e.g. Sulzer RD RND and RL. This general classification simplifies
and embraces variations of the sketch (Fig. 1) in cases where air and
exhaust are at different sides of the cylinder with and without
crossed flow loop (cross and transverse scavenge)
Brake Thermal Efficiency
The ratio between the energy developed at the brake (output shaft)
of the engine and the energy supplied.
FIG 1
COMPRESSION, EXPANSION
COMPRESSION
EXPANSION
Compression Ratio
Ratio of the volume of air at the start of the compression stroke to
the volume of air at the end of this stroke (inner dead centre). Usual
value for a compression ignition (CI) oil engine is about 12.5 to
13.5, i.e. clearance volume is 8 per cent of stoke volume.
Fuel - Air Ratio
Theoretical air is about 14.5 kg/kg fuel but actual air varies from
about 29-44 kg/kg fuel. The percentage excess air is about 150
(36.5 kgkg fuel).
Performance Curves Fuel Consumption and Efficiency
With main marine engines for merchant ships the optimum
designed maximum thermal efficiency (and minimum specific fuel
consumption) are arranged for full power conditions. In naval
practice minimum specific fuel consumption is at a given
percentage of full power for economical speeds but maximum
speeds are occasionally required when the specific fuel
consumption is much higher. For IC engines driving electrical
generators it is often best to arrange peak thermal efficiency at say
70% load maximum as the engine units are probably averaging this
load in operation.
The performance curves given in Fig. 2 are useful in establishing
principles. The fuel consumption (kgls) increases steadily with
load. Note that halving the load does not halve the fuel
consumption as certain essentials consume fuel at no load (e.g.
heat for cooling water warming through, etc.). Willan's law is a
similar illustration in steam engine practice.
Mechanical efficiency steadily increases with load as friction
losses are almost constant. Thermal efficiency (brake for example)
is designed in this case on the sketch for maximum at full load.
Specific fuel consumption is therefore a minimum at 100% power.
Fuel consumption on a brake basis increases more rapidly than
indicated specific fuel consumption as load decreases due to the
BASIC PRINCIPLES
FIG 3
SIMPLE HEAT BALANCE
COOLUS
eADIATK)N
26%
4Oh
E XH-
INDICATED R W R
W h
20070
r'l
BRAKE
50%
BRAKE POWER-
IoOX
fairly constant friction loss. In designing engines for different types

of duty the specific consumption minima may be at a different load
point. As quoted earlier this could be about 70% for engines
driving electrical generators.
I
Heat Balance
-r
.,
/ i
i I
--------
----I
...
but as a first analysis this serves to give a useful indication nf the"

heat distribution for the IC engine. The high thermal offir;-n
and
low fuel consumption obtained by diesel engine, .u,,uvL ,
other form of engine in use at present.
1. The use of a waste heat (exhaust gas) boiler gives a plant
efficiency gain as this heat would otherwise be lost up the funnel.
2. Exhaust gas driven turbo-blowers contribute to high
POWI
FRICTION
LOSSES
45Yo
5%
mechanical efficiency. As the air supply to the engine is not

supplied with power directly from the engine, i.e. chain driven
blowers or direct drive scavenge pumps, then more of the generated
power is available for effective brake power.
Consideration of the above shows two basic flaws in the
simplification of a heat balance as given in Fig. 3.
(a) The difference between indicated power and brake power is
not only the power absorbed in friction. Indicated power is
necessarily lost in essential drives for the engine such as
camshafts, pumps, etc. which means a reduced potential for
brake power.
(b) Friction results in heat generation which is dissipated in fluid
cooling media, i.e. oil and water, and hence the cooling
analysis in a heat balance should include the frictional heat
effect as an assessment.
3. Cooling loss includes an element of heat energy due to
generated friction.
4. Propellers do not usually have propulsive efficiencies
exceeding 70% which reduces brake power according to the output
power.
5. In the previous remarks no account has been taken of the
increasing common practice of utilising a recovery system for heat
normally lost in coolant systems.
Load Diagram.
Fig. 4 shows a typical load diagram for a slow-speed 2-stroke
engine. It is a graph of brake power and shaft speed. Line 1
represents the power developed by the engine on the test bed and
runs through the MCR [maximum continuous rating] point. Lines
parallel to 2 represent constant values of P-p. Line 3 shows the
maximum shaft speed which should not be exceeded. Line 4 is
important since it represents the maximum continuous power and
mep, at a given speed, commensurate with an adequate supply of
charge air for combustion. Line 5 represents the power absorbed by
the propeller when the ship is fully loaded with a clean hull. The
effect of a fouled hull is to move this line to the left as indicated by
line 5a. In general a loaded vessel will operate between 4 and 5,
while a vessel in ballast will operate in the region to the right of 5.
The area to the left of line 4 represents overload operation.
It can be seen that the fouling of the hull, by moving line 5 to the
left, decreases the margin of operation and the combination of hull
fouling and heavy weather can cause the engine to become
overloaded, even though engine revolutions are reduced.
BASIC PRINCIPLES
FIG 4
ENGINE LOAD DIAGRAM
IDEAL CYCLES
These cycles form the basis for reference of the actual performance
of IC engines. In the cycles considered in detail all curves are
frictionless adiabatic, i.e. isentropic. The usual assumptions are
made such as constant specific heats, mass of charge unaffected by
any injected fuel, etc. and hence the expression 'air standard cycle'
may be used. There are two main classifications for reciprocating
IC engines, (a) spark ignition (SI) such as petrol and gas engines
and, (b) compression ignition (CI) such as diesel and oil engines.
Older forms of reference used terms such as light and heavy oil
engines but this is not very explicit or satisfactory. Four main air
standard cycles are first considered followed by a brief
consideration of other such cycles less often considered. The cycles
have been sketched using the usual method of P-V diagrams.
Otto (Constant Volume) Cycle

This cycle forms the basis of all SI and high speed CI engines.
The four non-flow operations combined into a cycle are shown
SPEED (r/rnln)
Air Standard Efficiency = Work Donemeat Supplied

(Heat Supplied - Heat Rejected)
Heat Supplied
referring to Fig. 5
Air Standard Efficiency = 1 - Heat Rejected / Heat Supplied
= 1 - MC (T4- TI) /MC (T3 - T2).
= 1 -l/(rT-l)
[using ~ f l=, T3m4= rT-' where r is the compression ratio]
ratio. This is true of the other four cycles.
FIG 5
THEORETICAL (IDEAL) CYCLES
CO~JSTANT
v-
MOOIFIEO CONSTANT P RE S S U R E
(DIESEL)
P R ESS U R E (JOULE)
--
OUAL COMB US TI^
BASIC PRINCIPLES
Diesel (Modified Constant Pressure) Cycle

This cycle is more applicable to older CI engines utilising long
periods of constant pressure fuel injection period in conjunction
with blast injection. Modern engines do not in fact aim at this cycle
which in its pure form envisages very high compression ratios. The
term semi-diesel was used for hot bulb engines using a
compression ratio between that of the Otto and the Diesel ideal
cycles. Early Doxford engines utilised a form of this principle with
low compression pressures and 'hot spot' pistons. The Diesel cycle
is also sketched in Fig. 5 and it may be noted that heat is received
at constant pressure and rejected at constant volume.
Dual (Mixed) Cycle
This cycle is applicable to most modern CI reciprocating IC
engines. Such engines employ solid injection with short fuel
injection periods fairly symmetrical about the firing dead centre.
The term semi-diesel was often used to describe engines working
close to this cycle. In modern turbo-charged marine engines the
approach is from this cycle almost to the point of the Otto cycle,
i.e. the constant pressure period is very short. This produces very
heavy firing loads but gives the necessary good combustion.
Joule (Constant Pressure) Cycle
This is the simple gas turbine flow cycle. Designs at present are
mainly of the open cycle type although nuclear systems may well
utilise closed cycles. The ideal cycle P-V diagram is shown in
Fig 5. and again as a circuit cycle diagram on Fig. 6. in which
intercoolers, heat exchangers and reheaters have been omitted for
simplicity.
Other Cycles
The efficiency of a thermodynamic cycle is a maximum when the
cycle is made up of reversible operations. The Carnot cycle of
isothermals and adiabatics satisfies this condition and this
maximum efficiency is, referring to Fig. 7 given by (Ts - Tl)/Ts
where the Kelvin temperatures are maximum and minimum for the
The cycle is practically not approachable as the mean
ive pressure is so small and compression ratio would be
ssive. All the four ideal cycles have efficiencies less than the
11
BASIC PRINCIPLES
FIG 6
GAS TURBINE CIRCUIT-CYCLES
on Stirling cycle engines in an effort to utilise the high thermal

efficiency potential. The Carnot cycle is sketched on both P-V and
T-S axes Fig 7.
ACTUAL CYCLES AND INDICATOR DIAGRAMS
CLOSEO CYCLE
OPEN CYCLE
Carnot. The Stirling cycle and the Ericsson cycle have equal
efficiency to the Carnot. Further research work is being ~arriedout
FIG 7
THEORETICAL (IDEAL) CYCLES
There is an analogy between the real IC engine cycle and the

equivalent air standard cycle in that the P-V diagrams are similar.
The differences between these cycles are now considered and for
illustration purposes the sketches given are of the Otto cycle. The
principles are however generally the same for most IC engine
(a) The actual compression curve (shown full line on Fig. 8.)
gives a lower terminal pressure and temperature than the ideal
adiabatic compression curve (shown dotted). This is caused by heat
transfer taking place, variable specific heats, a reduction in Y due
to gas-air mixing, etc. Resulting compression is not adiabatic and
the difference in vertical height is shown as x.
(b) The actual combustion gives a lower temperature and
pressure than the ideal due to dissociation of molecules caused by
high temperatures. These twofold effects can be regarded as a loss
of peak height of x + y and a lowered expansion line below the
ideal adiabatic expansion line. The loss can be regarded as clearly
shown between the ideal adiabatic curve from maximum height
(shown chain dotted) and the curve with initial point x + y lower
(shown dotted).
(c) In fact the expansion is also not adiabatic. There is some heat
recovery as molecule re-combination occurs but this is much less
than the dissociation combustion heat loss in practical effect. The
expansion is also much removed from adiabatic because of heat
transfer taking place and variation of specific heats for the hot gas
products of combustion. The actual expansion line is shown as a
full line on Fig. 8.
In general the assumptions made at the beginning of the section
on ideal cycles are worth repeating, i.e. isentropic, negligible fuel
charge mass, constant specific heats, etc. plus the comments above
such as for example on dissociation. Consideration of these factors
PIUSpractical details such as rounding of corners due to non-
12
BASIC PRINCIPLES
FIG 8
ACTUAL CYCLES (OTTO BASIS)
13
FIG 9
TYPICAL INDICATOR (POWER & DRAW)
DIAGRAMS
bar
2 Stroke Cycle (CI)
bar.
V mS.
4 Stroke Cycle (CI)
BASIC PRINCIPLES
Typical Indicator Diagrams

The power and draw cards are given on Fig. 9. and should be
closely studied. Diagrams given are for compression ignition
engines of the 2- and 4-stroke types.
Pressures and temperatures are shown on the sketches where
appropriate. The draw card is an extended scale picture of the
combustion process. In early marine practice the indicator card was
drawn by hand-hence the name. In modern practice an 'out of
phase' (90 degrees) cam would be provided adjacent to the general
indicator cam. Incorrect combustion details show readily on the
draw card. There is no real marked difference between the
diagrams for Zstroke or 4-stroke. In general the compression point
on the draw card is more difficult to detect on the 2-stroke as the
line is fairly continuous. There is no induction - exhaust loop for
the 4-stroke as the spring used in the indicator is too strong to
discriminate on a pressure difference of say la bar only.
Compression diagrams are given also in Fig. 10; with the fuel
shut off expansion and compression should appear as one line.
Errors would be due to a time lag in the drive or a faulty indicator
cam setting or relative phase difference between camshaft and
crankshaft. Normally such diagrams would only be necessary on
initial engine trials unless loss of compression or cam shift on the
engine was suspected.
Fig. 11. is given to show the light spring diagrams for CI engines
of the 2- and 4-stroke types. These diagrams are particularly useful
in modern practice to give information about the exhaust scavenge (induction) processes as so many engines utilise turbocharge. The turbo-charge effect is shown in each case and it will be
observed that there is a general lifting up of the diagram due to the
higher pressures.
1T
FIG 10
COMPRESSION DIAGRAMS
f l
bar
CORRECT
- -I
Vm3
RETARO INOICATOR CAM
I ! ,
,COMPRESSION
LINE
EXPANSION LINE
I'
CORRECT
ADVANCE
INDICATOR
CAM
OTHER RELATED DETAILS

Fuel valve lift cards are very useful to obtain characteristics of
injectors when the engine is running. A diagram is given in Fig 12
relating to a Doxford engine.
Typical diagram faults are normally best considered in the
ADJUST
INDICATOR DRIVE
16
BASIC PRINCIPLES
FIG 12
FUEL VALVE LIFT DIAGRAMS
FIG 11
TYPICAL INDICATOR (LIGHT SPRING) DIAGRAMS
SCALE lmm = l ba,t
_2.0
FIXEDAT l m m
RELATED DETAILS
/
t
p
17
1.0(ATMOS
SCALE
45mm = I b a r
V m3
ATkl0S:LlNE
ENGINE
STROKE
SCALE
lSmm
Vm3
STROKE
T Y P I C A L F AULTS
(CI)
'
'
lbclt
ENGINE
EARLY 1NJECTlON
LINE)
bar
h/ CORRECT INJECTION
,'" ' y L A T E INJECTION
L ~ . bla,
(CI)
SHOWN ON ORAW C A R D
particular area of study where they are likely to occur. However as

an introduction, two typical combustion faults are illustrated on the
draw card of Fig. 12. Turbo-charge effects are also shown in Fig.
11. and compression card defects in Fig. 10. It should perhaps be
stated that before attempting to analyse possible engine faults it is
essential to ensure that the indicator itself and the drive are free
from any defect.
Compression ratio has been discussed previously and with SI
engines the limits are pre-ignition and detonation. Pinking and its
relation to Octane number are important factors as are anti-knock
additives such as lead tetra-ethyl Pb (CzH5)4. Factors more specific
to CI engines are ignition quality, Diesel knock and Cetane
number, etc. In general these factors plus the important related
topics of combustion and the testing and use of lubricants and fuels
should be particularly well understood and reference should be
made to the appropriate chapter in Volume 8.
Accuracy of indicator diagram calculations is perhaps worthy of
W i f i c comment. The area of the power card is quite small and
P-eter
errors are therefore significant. Multiplication by high
18
BASIC PRINCIPLES
spring factors makes errors in evaluation of m.i.p. also significant

and certainly of the order of at least f4%. Further application of
engine constants gives indicated power calculations having similar
errors. Provided the rather inaccurate nature of the final results is
appreciated then the real value of the diagrams can be established.
From the power card viewpoint comparison is probably the vital
factor and indicator diagrams allow this. However modem practice
would perhaps favour maximum pressure readings, equal fuel
quantities, uniform exhaust temperature, etc. for cylinder power
balance and torsionmeter for engine
The draw card is
- Dower.
.
particularly useful for compression- combustion fault diagnosis
and the light spring diagram for the analysis of scavenge - exhaust
considerations.
FIG 13 a
CRANK TIMING DIAGRAM FOR STROKE
LOOP SCAVENGED TURBO-CHARGED ENGINE.
EXHAUST & SCAVENGE SYMMETRICAL
ABOUT BDC.
AHD:
Turbo-charging
This is considered in detail later in this book but one or two specific
comments relating to timing diagrams can be made now. Exhaust
requires to be much earlier to drop exhaust pressure quickly before
air entry and also requires to be of a longer period to allow
discharge of the greater gas mass. Air period is usually slightly
greater. This could mean for example in the 2-stroke cycle exhaust
from 76 degrees before bottom dead centre to 56 degrees after
(unsymmetrical by 20 degrees) and scavenge 40 degrees before and
after. For the 4-stroke cycle air open as much as 75 degrees before
top centre for 290 degrees and exhaust open 45 degrees before
bottom centre for 280 degrees, i.e. considerable overlap.
EXPANSION
- -
Actual Timing Diagrams

Fig. 13. shows examples of actual timing diagrams for four types of
engine. It will be seen that in the case of the poppet valve type of
engine that the exhaust opens at a point significantly earlier than on
the loop scavenged design. This is because the exhaust valve can be
controlled, independently of the piston, to open and close at the
optimum position. This means that opening can be carried out
earlier to effectively utilise the pulse energy of the exhaust gas in
the turbo-charger. The closing position can also be chosen to
minimise the loss of charge air to the exhaust. With the loop
scavenged engine, however, the piston controls the flow of gas into
the exhaust with the result that the opening and closing of these
'-P
'"87
SCAVENGE.
E..""
-,,.--a
uvtnLnr.
$,
!j
20
FIG 13 b
4-STROKE NATURALLY ASPIRATED ENGINE.
BASIC PRINCIPLES
FIG 13 c
4 STROKE TURBOCHARGED ENGINE
NOTE THE DIFFERENCE OF OVERLAP BETWEEN TURBOCHARGED & NATURALLY ASPIRATED 4 STROKE ENGINE.
AHD:
EXHAUST.
AHD:
21
'SMOTOR ENGINEERING KNOWLED(
FIG 13 d
CRANK TIMING DIAGRAM FOR 2 STROKE
TURBO-CHARGED ENGINE.
(UNI-FLOW SCAVENGE. EXHAUST
CONTROLLED BY EXHAUST V/V IN CYLINDER
COVER).
COMPRESSION:
BASIC PRINCIPLES
23
ports are symmetrical about bottom centre. To minimise the losses

of charge air to exhaust the choice of exhaust opening position is
dictated by the most effective point of exhaust port closure.
Comparison of the crank timing diagrams of the naturally
aspirated and turbo-charge 4-stroke diesel engine show the large
degree of valve overlap on the latter. This overlap together with
turbo-charging allows more efficient scavenging of combustion
gases from the cylinder. The greater flow of air through the turbocharged engine also cools the internal components and supplies a
larger mass of charge air into the cylinder prior to compression
commencing.
Types of Indicating Equipment

Conventional indicator gear is fairly well known from practice and
manufacturers descriptive literature is readily available for precise
details. For high speed engines an indicator of the 'Farnboro' type
is often used. Maximum and compression pressures can be taken
readily using a peak pressure indicator as sketched in Fig. 14.
FIG 14
PRESSURE INDICATOR
REED'S MOTOR ENGINEEFUNG KNOWLEDGE
Counter and adjuster nut are first adjusted so marks on the body
coincide at a given pressure on the counter with idler wheel
removed. Idler wheel is now replaced. When connected to indicator
cock of the engine the adjusting nut is rotated until vibrations of the
pointer are damped out. Spring force and gas pressure are now in
equilibrium and pressure can be read off directly on the indicating
counter (Driven by toothed wheels).
Electronic Indicating
The limitations of mechanical indicating equipment have become
increasingly apparent in recent years as engine powers have risen.
With outputs reaching 5500 hp/cylinder inaccuracies o f f 4.0% will
lead to large variations in indicated power and therefore attempts to
balance the engine power by this method will have only limited
success. The inaccuracies stem from friction and inertia of
mechanical indicator gear and errors in measuring the height of the
power card.
Modern practice utilises electronic equipment to monitor and
analyse the cylinder peak pressures and piston position and display
onto a VDU [video display unit]. The cylinder pressure is measured
by a transducer attached to the indicator cock. Engine position is
detected by a magnetic pick up in close proximity to a toothed
flywheel. The information is fed to a microprocessor, where it is
averaged over a number of engine cycles, before calculations are
made as to indicated power and mean effective pressure. Fig. 15.
The advantages of this type of equipment is that:
1. It supplies dynamic operational information.
This means that injection timing can be measured while the
engine is running. This is a more accurate method of checking
injection timing since it allows for crankshaft twist while the
engine is under load, unlike static methods which do not.
2. Can compare operating conditions with optimum performance.
This should lead to improvements in fuel economy and thermal
3. Can produce a load diagram for the engine, clearly defining
the safe operating zone for the engine.
4. Can produce trace of fuel pressure rise in fuel high pressure
lines. Valuable information when diagnosing fuel faults.
Operational experience with this type of equipment has pointed
25
BASIC PRINCIPLES
FIG 15
ELECTRONIC INDICATOR EQUIPMENT
TRANSDUCER
FUEL INJECTOR
to unreliability of the pressure transducers when connected

to the engine. T o overcome this problem
manufacturers are experimenting with alternative methods of
measuring cylinder pressure. One alternative is to permanently
attach a strain gauge to one cylinder head stud of each cylinder.
Since the strain measured is a function of cylinder pressure this
information can be fed to the microprocessor. The increased
reliability of this technique will allow the equipment to be
permanently installed allowing power readings to be taken at any
time. This type of equipment can be used to measure many other
engine parameters to aid diagnosis and accurately monitor
performance such as fuel pump pressure etc.
BASIC PRINCIPLES
27
FIG 16
WOHLER MACHINE FOR ZERO MEAN STRESS
FATIGUE TESTING
stress
strain
Fatigue is a phenomenon which affects materials that are subjected

to cyclic or alternating stresses. Designers will ensure that the stress
of a component is below the yield point of the material as measured
on the familiar stresslstrain graph. However if that component is
subjected to cyclic stresses it may fail at a lower value due to
fatigue. The most common method of displaying information on
fatigue is the S-N curve Fig. 16. This information is obtained from
fatigue tests usually carried out on a Wohler machine in which a
standard specimen is subjected to an alternating stress due to
rotation. The specimen is tested at a particular stress level until
failure occurs. The number of cycles to failure is plotted against
stress amplitude on the S-N curve. Other specimens are tested at
different levels of stress. When sufficient data have been gathered a
complete curve for a particular material may be presented.
It can be seen from Fig. 16. that, in the case of ferrous materials,
there is a point known as the "fatigue limit". Components stressed
below this level can withstand a infinite number of stress reversals
without failure. Since:
Stress = load
CSA
It can be seen that reducing the stress level on a component
involves increasing the CSA [cross sectional area] resulting in a
weight penalty. In marine practice the weight implications are, in
general, secondary to reliability and long-life and so components
are usually stressed below the fatigue limit. This is not the case in,
!-w
u
a
.C)
-----
UI
m
Fatigue Limit
w
UI
L
C)
UI
f
Cycles to Failure (N)
Typical SIN curve FOR FERROU S MATERIAL
LOAD
for example, aeronautical practice where weight is a major

consideration. In this situation the component designer would
between weight and stress levels and from the S-N
curve would calculate, with the addition of a safety margin, the
number of cycles the component could withstand before failure
occurs. The working life of 4-stroke medium speed diesel bottom
end bolts are calculated in this way.
CHAPTER 2
me engine smcture consisting of the bedplate and "A" frames or,

in more modem designs the frame section must fulfil the following
fundamentalrequirements and properties.
smngth - is necessary since considerable forces can be exerted.
m s e may be due to out of balance effects, vibrations, gas force
msmission and gravitational forces.
gear. However, a certain degree of flexibility will prevent
sses that could be caused by slight misalignment.
-
is important, it may enable the power weight ratio to
ness - in a material is a measure of its resilience and
d the fatigue conditions which prevail.

in cost will be realised.
- ideally these should be as small as possible to keep

ainment to a minimum in order to give more engine
t r a n s ~ ~ ~ s system
i o n container must seal off effectively
VaPours from the engine room.
30
Manufacture - Modem engines increasingly are manufactured in

larger modular sections that allow for convenience in assembly.
BEDPLATE
This is a structure that may be made of cast iron, prefabricated
steel, cast steel, or a hybrid arrangement of cast steel and
prefabricated steel.
Cast iron one piece structures are generally confined to the
smaller engines. That is, medium speed engines rather than the
larger slow speed cross-head type of engine. This is due to the
problems that arise as the size of the casting increases. These
problems include poor flow of material to the extremities of the
mould, poor grain size control which leads to a lack of
homogeneity of strength and soundness and poor impurity
segregation. In addition to these problems cast iron has poor
performance in tension and its modulus of elasticity is only half
that of steel hence for the same strength and stiffness a cast iron
bedplate will require to be manufactured from more material. This
results in weight penalty for larger cast iron bedplates when
compared with a fabricated bedplate of similar dimensions. Cast
iron does, however, enjoy certain advantages for the construction
of smaller medium and high speed engines. Castings do not require
heat treatment, cast iron is easily machined, it is good in
compression, the master mould can be re-used many times which
results in reduced manufacturing costs for a series of engines. The
noise and vibration damping qualities of cast iron are superior to
that of fabricated steel. As outputs increase nodular cast iron, due
to its higher strength, is becoming more common for the
manufacture of medium speed diesel engine bedplates.
Modern cast iron bedplates for medium speed engines are
generally, but not exclusively, a deep inverted "U" shape which
affords maximum rigidity for accurate crankshaft alignment. The
crankcase doors and relief valves are incorporated within this
structure. In this design the crankshaft is "underslung" and the
crankcase closed with a light unstressed oil tray. Fig. 17.
As outputs of medium speed engines increase some
manufacturers choose the alternative design in which the crankcase
and bedplate are separate components. The crankshaft being
"embedded" in the bedplate. Fig. 18.
:
,k
FIGURE 17
SECTION THROUGH ENGINE BLOCK OF
MEDIUM SPEED ENGINE WITH UNDERSLUNG
CRANKSHAFT.
32
33
STRUIZT'UREAND TRANSMISSION
FIGURE 18
MEDIUM SPEED ENGINE BEDPLATE WITH
EMBEDDED CRANKSHAFT
and larger furnaces became available for annealing, the switch to
When welding techniques and methods of inspection improved
pe,ab,.icatd steel structure with its saving in weight and cost was
made. ~t must be remembered that the modulus of elasticity for
sbeel is nearly twice that of cast iron, hence for similar stiffness of
saucture roughly half the amount of material would be required
~~l~ designs were entirely fabricated from mild steel but radial
cracking due to cyclic bending stress imposed by the firing loads
was experienced on the transverse members in way of the main
bearings. The adoption of cast steel, with its greater fatigue
Smngth, for transverse members has eliminated this cracking.
large engine bedplates are constructed from a combination
of fabricated steel and cast steel. Modem designs consist of a
It is modern practice to cut the steel plate using automatic

contour flame cutting equipment. Careful preparation is essential
prior to the welding operation:
Since it is necessary to prepare the edges of the cut plate it is
necessary to make an allowance for this when cutting.
Equipment is set correctly to ensure smallest heat affected
Welding consumables stored and used correctly to prevent
Flaws in welds would be cut out, rewelded and tested.

bedplate is then stress relieved by heating the whole
e and allowing it to cool slowly over a period of days.
the structure is Shot blasted and the welds again tested
34
1/11
FI G U RE 19
MODERN FABRICATED SINGLE WALLED
BEDPLATE WITH CAST STEEL BEARING
SADDLE.
I I L
I
1
STRUCTUREAND TRANSMISSION
35
t ~ ebolts
hydraulic l o a d ~ n g
MAIN BEARING CAP.
li
C x
\
~'
FABRICATED
BEDPLATE.
In order to minimise stresses due to bending in the bedulate,

without a commensurate increase in material, tie-rods are used to
transmit the combustion forces. Two tie-rods are fitted to each
transverse memher and naqc in tnhpq thmnoh t h p~n t i r ~ctmrhire
of the engine from bedplate to cylinder cooling jacket. They are
pre-stressed at assembly so that the engine structure is under
compression at all times. Engines utilising the opposed piston
principle have the combustion loads absorbed by the running gear
and do not require to be fitted with tie-rods. To minimise bending
tie-rods are placed as close as possible to to the shaft centre line.
Fig. 20 shows diagrammatically the arrangement used in the
Sulzer engine. By employing jack bolts, under compression, to
r i t i n c ~
FIGURE 20
T I E BOLTS
e bearing keeps in position the distance x is kept to a

m. Hence the bending moment Wx where W is the load in
t, is also a minimum.
ause of their great length, tie-rods in large slow speed diesel
s may be in two parts to facilitate removal. They are also
to vibrate laterally unless t h e y are restrained. This usually
the form of pinch bolts that prevent any lateral movement.
though tie-rods are tightened, t o their correct pretension
, they should b e checked at intervals. This is
Connecting both pre-tensioning jacks to two tie-rods lying
opposite each other. Fig. 21.
Operating the pump until t h e correct hydraulic pressure is
reached. This pressure is maintained.
Checking the clearance between the nut and intermediate ring
with a feeler gauge. If any clearance exists then the nut is
tightened onto the i n t e r m e d i a t e ring and the pressure
REED'S M m R ENGINEERING KNOWLEDGE
=leased. If no clearance is found the pressure can be released

and the hydraulic jacks removed.
When using hydraulic tensioning equipment it is essential that it
is maintained in good order and the accuracy of the pressure
gauges are checked regularly.
If when inspecting the engine it is found that a tie-rod has
broken then it must be immediately replaced. If the breakage that
occurs is such that the lower portion is short and can be removed
through the crankcase, the upper part can be withdrawn with
relative ease from the top. If, however, the breakage leaves a long
lower portion it is necessary to cut the rod to be removed in
sections through the crankcase.
"A" Frames or Columns

The advent of the long and super-longstroke slow-speed diesel
engines has resulted in an increase in lateral forces on the guide.
This is due to the use of relatively short connecting-rods to reduce
the overall height of this type of engine which results in an
increased angle and a higher lateral force component Fig. 23.
In order to maintain structural rigidity under these conditions
designers tend not to utilise the traditional "A" frame arrangement,
preferring instead the "monoblock" structure which consists of a
continuous longitudinal beam incorporating the crosshead guides
The advantages of the monoblock design are:
Greater structural rigidity.
More accurate alignment of crosshead.
Forces are distributed throughout the structure resulting in a
lighter construction.
Improved oil tightness.
The construction of monoblock structures is similar to that
described for bedplates above.
Holding down arrangements

The engine must be securely attached to the ship's structure in
such a way as to maintain the alignment of the crankshaft within
the engine structure.
There are two main methods of holding the engine to the ship's
structure.
39
FIG 23
INCREASED CONNECTING ROD ANGLE GIVING
HIGHER LATERAL FORCES.
'(+
CRANK SHAFT.
(a) SUPER-LONGSTROKE ENGINE

WlTH HIGH STROKE/BORE RATIO.
@) ENGINE WlTH MODERATE
STROKEBORE RATIO.
1. By rigid foundations onto the ship's structure.

2. Mounting the engine onto the ship's structure via resilient
mountings.
Rigid foundations
In this method, the most common, fitted chocks are installed
between the engine bedplate and the engine seating on the tanktop. The holding down bolts passing through the chocks. During
installation of the engine great care must be taken to ensure that
40
1 1 1 '1
FIG 24
MODERN
MONOBOX
CONSTRUCTION
41
FIG 25
LONG SLEEVED HOLDING DOWN BOLT
0/
MONOBOX
ED.
BEDPLATE
WEBBING ON
BEDPLATE.
ll~!l
1 1
11 I t
~~/
there is no distortion of tge bedplate which would lead to

crankshaft misalignment. In addition, great care must be taken to
correctly align the crankshaft to the propeller shaft. The engine is
initially installed on jacking bolts which are adjusted to establish
its correct location in relation to the ~ r o ~ e l l shaft.
er
When the
engine is correctly positioned, and crankshaft deflections indicate
no misalignment, the space between the bedplate and seating is
measured and chocks are manufactured. To facilitate the fitting of
chocks the top-plate of the engine seating is machined with a slight
outboard facing taper. The chocks, usually made from cast iron,
are individually fitted and must bear load over at least 85% of their
area. The surface of the bedplate and the underside of the top plate
that will make contact with the holding down bolt and nut faces are
machined parallel to ensure that no bending stresses are transferred
to the bolt. As the holding down bolts and chocks are installed the
jacking bolts are removed.
Holding down bolts for modern slow-speed installations tend to
be the long sleeved type and are hydraulically tensioned Fig. 25.
This type of bolt, because of its greater length, has greater
elasticity and is therefore less prone to cracking than the
superceded short unsleeved bolt. The bolts are installed through the
HOLDING DOWN
BOLT.
MACHINED
PERPENDICULAR TO
BOLT AXIS
0' RING
43
top plate and a waterproof seal is usually effected with "0" rings.
Fitted bolts are installed adjacent to the engine thrust.
The holding down bolts should only withstand tensile stresses
and should not be subjected to shear stresses. The lateral and
transverse location is maintained by side and end chocking.The
number of side chocks depends upon the length of the engine
Fig 26.
It is extremely important that the engine is properly installed
during building. The consequences of poor initial installation are
extremely serious since it may lead to fretting of chocks, the

foundation and bedplate, slackening and breakage of holding down
bolts and ultimately in a worsening in the alignment of the engine.
TO maintain engine alignment it is important to inspect the bolts
for correct tension and the chocks for evidence of fretting and
looseness.
An alternative to the traditional chocking materials of cast iron
or steel is epoxy resin. This material, originally used as an
adhesive and protective coating, was developed as a repair
technique to enable engines to be realigned without the need for
the machining of engine seatings and bedplate. It is claimed that
the time taken to accomplish such a repair is reduced so reducing
the overall costs. Although initially developed as a repair technique
the use of epoxy resin chocks is becoming widespread for new
buildings.
Resin chocks do not require machined foundation surfaces thus
reducing the preparation time during fabrication. The engine must
be correctly aligned with the propeller shaft without any bedplate
distortion. This is done in the usual way with the exception that it
is set high by about
of the chock thickness to allow for very
slight chock compression when the installation is bolted down. The
tank top and bedplate seating surfaces must then be thoroughly
cleaned with an appropriate solvent to remove all traces of paint,
scale and oil.
Because resin chocks are poured it is necessary for "dams",
made from foam strip, to be set to contain the liquid resin. Plugs or
the holding down bolts are now inserted. Fitted bolts being sprayed
with a releasing agent, ordinary bolts being coated with a silicone
grease to prevent the resin from adhering to the metal. The outer
sides of the chocks are now dammed with thin section plate,
fashioned as a funnel to facilitate pouring and 15 mm higher than
the bedplate to give a slight head to the resin. This is also coated to
prevent adhesion. Prior to mixing and pouring of the resin it is
prudent to again check the engine alignment and crankshaft
deflections.
The resin and activator are mixed thoroughly with equipment
that does not entrain air. The resin is poured directly into the
dammed off sections. Curing will take place in about 18 hrs if the
temperature of the chocking area is maintained at about 20 to
42
FIG 26
SIDE AND END CHOCKING
m
ENGINE
(a) SHORT ENGINE: WlTH TWO SETS OF

SlDE CHOCKS
SlDE CHOCKS
(b) LONGER ENGINE: WITH 4 SETS OF

SlDE CHOCKS.
END CHOCKS.
44
45
25C. The curing time can be up to 48 hours if the temperatures are

substantially below this. During the chocking operation it is
necessary to take a sample of resin material from each batch for
testing purposes.
The advantages claimed for "pourable" epoxy resin chocks over
metal chocks include:
Quicker and cheaper installation.
Lower bolt tension by a factor of 4 when compared to metal
chocks.
Elimination of misalignment due t o fretting and bolt
slackening. Because of the intimate fit of resin chocks and
the high coefficient of friction between resin and steel the
thrust forces are distributed to all chocks and bolts thus
reducing the total stress on fitted bolts by about half Fig 27.
Resilient mountings
A possible disadvantage of rigidly mounted engines is the
likelihood of noise being transmitted through the ship's structure.
This is undesirable on a passenger carrying vessel where low noise
and vibration levels are necessary for passenger comfort. Many
manufacturers are now installing diesel engines on resilient
mountings.
Diesel engines generate low frequency vibration and high
frequency structure borne noise. The adoption of resilient
mountings will successfully reduce both noise and vibration.
The reduction of noise and vibration of resilient and non resiliently
mounted engines can be seen in Fig. 28.
FIG 28
REDUCTION IN STRUCTURE BORNE NOISE
ACHIEVED BY RESILIENT MOUNTINGS.
FIG 27
POURED RESIN CHOCKS
110
NOISE LEVEL (dB)

1W
RESIN POURED HERE
ENGINE FEET
I'iI I
RES&
ncn
CHISELLED
.*
?
SHIP'S FOUNDA
RESIN CHOCK.
31.5
63
125
250
500
lk
2k
4k
FREQUENCY
(Hz)FOUNDATION.
Bk
46
In Fig. 29 it can be seen that the diesel engine is aligned and

rigidly mounted to a fabricated steel sub-frame. This can be either
via solid or resin chocks. The sub-frame is then resiliently mounted
to the ship's structure on standard resilient elements.
In geared engine applications the engine is again mounted, via
solid or resin chocks, to a sub-frame which is resiliently mounted
to the ship's structure. The engine is then coupling to the reduction
gearbox through a highly elastic coupling. It is necessary to limit
the amount of lateral and longitudinal movement of the engine,
relative to the ship's structure. This is accomplished by stopper
devices built into the holding down arrangement.
I I 11
47
FIG 29
SUB-FRAME TYPE RESILIENT ENGINE
MOUNTING
manufacturer's solution to this uroblem is to install a hvdraulic

locking device. This device, shown in Fig. 30, has a
with a
connection via a shut off valve between both sides. During normal
starting and stopping this valve will be closed effectively

preventing relative movement between engine and ship's structure.
ll 1
llf"
1~1
1; 1
l~i
11 11
~ il~
Crankshafts
A ,crankshaft is the backbone of the diesel engine. Despite being
subjected to very high complex stresses the crankshaft must nonethe-less be extremely reliable since not only would the costs of
failure be very high but, also,the safety of the vessel would be
jeopardised
Crankshafts must be extremely reliable, if we examine the
stresses to which a crankshaft is subjected then we may appreciate
the need for extreme reliabilitv.
Fig. 31. shows a crank unit with equivalent beam systems.
Diagram (a) indicates the general, central variable loaded, built-in
beam characteristic of a crank throw supported by two main
bearings. If the bearings were flexible. e.g. spherical or ball, then
a simply supported beam equivalent would be the overall
characteristic.
Examining the crank throw in greater detail, diagram (b), shows
that the crank pin itself is like a built-in beam with a distributed
I
I
SUB-FRAME.
SHIP'S STRUCTURE.
48
lllll
1 11;\
FIG 30
ULIC OCKI NG DEVICE FOR ENGINE
#
- 7.
-m.
8 - 7 -
49
FIG 31
STRESSES IN CRANKSHAFT
- - A-
MUVLMLN 1 LIMII A I l U N UUKlNti
STARTINGISTOPPING
torcr in
w of
PISTON.
web
CYLll
RAME.
\
RESILIENT
'- ELEMENT
.
SHIP'S STRUCTURE
load along its length that varies with crank position. Each crank
web is like a cantilever beam subjected to bending and twisting.
Journals would be principally subjected to twisting, but a bending
stress must also be present if we refer back to diagram (a).
Bending causes tensile, compressive and shear stresses.
Twisting causes shear stress.
Because the crankshaft is subjected to complex fluctuating
stresses it must resist the effects of fatigue. To this end the material
and the method of manufacture must be chosen carefully. For
igue considerations forging is preferable to casting. This is
cause, unlike casting, forgings exhibit directional "grain flow".
properties of the material in the direction transverse to the
n flow being significantly inferior to those in the direction
gitudinal to the grain flow. Under these circumstances the drop
strength may be as must as 25 to 35% with similar
in strength and ductility. Forging methods, therefore,
ure that the principal direction of grain flow is parallel to the
direct stresses imposed on the crankshaft. Fig. 32.
e materials chosen for forged and cast crankshafts are
tntially the same. The composition of the steel will vary
FIG 32
DIRECTION OF GRAIN FLOW IN FORGED
CRANKSHAFT.
51
~ ~ l l o w i nmachining
g
the crankshaft is then tested for surface and
sub-surfaced defects.
2. Built up crankshafts
There are 3 categories of built up crankshafts:
Fully built up; webs are shrunk onto journals and crankpins
Fig 33a.
Semi-built up; webs and crankpin as one unit shrunk onto the
journals Fig. 33b.
Welded construction; webs, journals and crankpin are welded
together. Fig. 33c.
Fully and semi-built up construction

To minimise the risk of distortion of fully and semi built
crankshafts, assembly is carried out vertically. Various jigs are
equired to ensure the correct crank angles and to provide support
for the crankshaft. The webs are heated only to about 400C. and
the journals and pins inserted. Raising the temperature higher
would bring the steel to the critical temperature and change the
depending upon the bearing type chosen. For a crankshaft with
material's
characteristics. When the assembly has cooled the web
white metal bearings a steel of 0.2% carbon may be chosen, this
material
adjacent
to the journal will be in tension. The level of
will have a UTS of approximately 425 to 435 MN/m2. For higher
stress
in
this
region
must be well below the limit of proportionality
output applications with harder bearing materials the carbon
to
ensure
that
the
material
does not yield which would reduce the
content is in the range of 0.35% to 0.4% which raises the UTS to
force
of
the
web
on
the
journal
and lead to fretting and probable
a ~ ~ r o x i m a t e 7l y 0 MN/mZ.TO increase the hardness of the shaft
slippage.
To
ensure
an
adequate
shrinkage an allowance of 11554 to
still further alloying agents such as ~ h r o m i u m - m ~ l ~
and
bd~~~~
mm of the shaft diameter is usual. Exceeding this allowance would
nickel are added. For smaller engines such as automotive
simply increase the stress in the material without appreciably
applications the crankshafts are surface hardened and fatigue
improving
the grip.
resistance increased by nitriding.
When
the
component parts of the crankshaft have been built up
There are two broad categories of crankshafts:
the
journals
and
pins are machined and the fillet radii cold rolled
1. One piece construction.
Fig.
34a.
The
crankshaft
is then subjected to thorough surface and
2. "Built up" from component parts.
sub-surface tests using, for example, ultra-sound and metal particle
1. One piece construction
techniques.
To reduce the weight and the out of'balance effects of the
One piece construction, either cast or forged, is usually restricted
crankshaft,
the crankpins may be bored out hollow. Fig. 33.
to smaller medium and high speed engines. Following the casting
The
fully
built up crankshaft has generally been superceded by
or forging operation the component is rough machined to its
the
semi-built
up type which display improved "grain flow" in
approximate final dimensions and the oil passages are drilled. The
webs and crankpin, are stiffer and can be shorter due to a reduction
fillet radius and crankpin are then cold rolled to improve the
in the thickness of the webs.
fatigue resistance and reduce the micro-defects on the surface.
52
STRUCT'URE AND TRANSMISSION
REED'S MOTOR ENGINEERING KNOWLELlGE
53
FIG 33
3 TYPES OF BUILT-UP CRANKSHAFT
FIG 34
DETAILS OF CRANKSHAFT
FILLET RADIUS
JOURNAL
(a) DETAIL OF FILLET RADIUS.

RAT LEAST 5% CRANKPIN DIA
(a) FULLY BUILT-UP
WEB 8 CRANKPIN
FORGED IN ONE PIECE.
\v\\
(b) SEMI-BUILT UP: CRANKPIN

BORED OUT.
WEBS CRANKPIN 8 HALF

JOURNAL FORGED IN ONE
VIEW FROM X THROUGH
SECTION AA.
(c) WELDED: CRANKPINS 6 JOURNALS

BORED OUT.
RADlUSlNGOF CRANKPIN OIL HOLE

(WHERE APPLICABLE)
S T R U a U R E AND TRANSMISSION
The effectiveness of the grip due to shrinking depends upon:

1. The shrinkage allowance. The correct allowance will result in
the correct level of stress in the web and journal.
2. The quality of surface finish of the journal and web. Good
quality surface finish will give the maximum contact area between
web and journal.
Dowels are not used to locate the shrink since this would
introduce a stress concentration which could lead to fatigue
shaft is built up by shrink fitting, reference marks
are made to show the correct relative position of web and journal.
Fig. 34b. These marks should be inspected during crankcase
inspections. Slippage could occur:
If starting air is applied to the cylinders when they contain
water or fuel, or when the turning gear is engaged.
If an attempt is made to start the engine when the propeller is
constrained by, for example, ice or a log.
If during operation the propeller strikes a submerged object.
If the engine comes to a rapid unscheduled stop.
Following these circumstances a crankshaft inspection must be
made and the reference marks checked. Slippage will result in the
timing of the engine being altered which if not corrected will result
in inefficient operation and possible poor starting. If the slippage is
small, for example, up to 15" then re-timing of the affected
cylinders may be considered. If, however, the slippage is such that
re-timing may affect the balance of the engine then the original
journal and web relative positions must be restored. This is
accomplished by heating the affected web whilst cooling the
journal with liquid nitrogen and jacking the crankshaft to its
original position. Needless-to-say this would be accomplished by
specialist personnel under controlled conditions.
Welded Construction
The development of the large marine cross head 2-stroke engine
will undoubtedly result in higher outputs without an accompanying
increase in physical size. These requirements impose limitations on
the traditional shrink fitting of journals and webs. To transmit the
torques required the traditional shrink fitting method requires that
the web is of a minimum width and radial thickness. This will
55
FIG 35
TWO OPTIONS OF WELDED C R ANKSHAFTS
WELDED AT CRANKPIN
D.
WELDED AT
JOURNAL
(a) HALF CRANK

WELDED AT JOURNAL B
CRANKPIN
;
;
1:
f
(b) CRANKTHROW FORGED COMPLETE
WELDED AT JOURNAL
inevitably lead to a larger crankshaft and consequently a larger

engine.
Welded construction is seen as a viable solution to this problem
and one major manufacturer has invested considerable resources in
developing such a construction.
There are two methods of assembly:
1. Welding two crankarms together then making a crankshaft by
welding the crankarms together Fig. 35a.
2. Forging a crankthrow complete with half journals then
welding them with others to form the crankshaft Fig. 35b.
The welding technique chosen is submerged arc narrow gap.
This technique is automated and produces a relatively small heat
affected zone [HAZ], which produces minimal residual stresses
and distortion.
At the completion of welding the crankshaft is heated in a
furnace to 580C followed by a slow cooling period. Following
heat treatment the crankshaft is tested using ultrasonic and metal
particle techniques. If flaws are found the weld is machined out
and rewelded.
The advantages claimed for welded crankshafts are:

1. Reduced principle dimensions of the engine.
2. Reduced web thickness results in a considerable reduction in
3. Reduced web thickness allows journal lengths to be increased

resulting in lower specific bearing loads.
4. Freedom to choose large bearing diameters without overlap
restrictions.
5. Increased stiffness of crankshaft resulting in higher natural
frequencies of torsional vibration.
Crankshaft defects and their causes
Misalignment
If we assume that alignment was correct at initial assembly then
possible reasons for misalignment are as follows:
1. Worn main bearings. Caused by incorrect bearing adjustment
leading to overloading. Broken, badly connected or choked
lubricating oil supply pipes causing lubrication starvation.
Contaminated lubricating oil. Vibration forces.
2. Excessive bending of engine framework. This could be
caused by incorrect cargo distribution but is unlikely, more
probable that the cause would be grounding of the vessel, it being
re-floated in a damaged condition. It is essential that all bearing
clearances be checked and crankshaft deflections taken after such
an accident.
Vibration
This can be caused by: incorrect power balance, prolonged running
at or near critical speeds, slipped crank webs on journals, light ship
conditions leading to impulsive forces from the propeller (e.g.
forcing frequency four times the revs. for a four-bladed propeller),
things working loose, e.g coupling bolts, bearing bolts, bolts

securing balance masses to crank webs and lubricating oil pipes.
Other causes
Incorrect manufacture leading to defects is fortunately a rare
In the past, failure has been caused by: slag inclusions,
heat treatment and machining defects, for example badly radiused
oil holes and fillets. Careless use of tools resulting in impact marks
on crankpins and journals can also lead to failure. These defects all
in the the creation of stress concentrations which, because of
cyclic nature of the loading of the crankshaft can raise the local
level of stress in the component above the level of the fatigue limit
on the S -N graph, Fig. 16. Chapter 1, resulting in fatigue cracking
and ultimate failure. This can be exacerbated if the engine is run at
or close to the critical speed. The critical speed of an engine is the
speed which causes the crankshaft to vibrate at its
natural frequency of torsional vibration. In other words it is the
speed which induces resonance. The consequence of resonance is
to cause the crankshaft to vibrate in the torsional mode with large
amplitudes. Stress, being proportional to amplitude, increases and
may rise sufficiently to reduce the number of working cycles of the
crankshaft before failure occurs.
Bottom end bolts on medium and high speed 4-stroke diesel
engines are subjected to fluctuating cyclic stresses and are
therefore also exposed to potential fatigue failure. 4-stroke engine
bottom end bolts experience large fluctuations of stress during the
cycle. This is due to the inertia forces experienced in reversing the
direction of the piston over top dead centre on the exhaust stroke.
The forces experience by bottom end bolts in this situation is high.
Reference to the S -N graph in chapter 1 will show that to ensure
maximum serviceability, stresses should be commensurate with a
level below the fatigue limit. Since :
SmSS =
57
load
area
it can be seen that for a given load the stress can only be reduced
by increasing the area and therefore increasing the size and weight
of the bottom end bolt. Designers opt for a compromise, they
design a bolt that will experience a level of stress ABOVE that of
the fatigue limit and specify the number of cycles the bolt should
remain in service before it is replaced. It is therefore of vital
importance that the running hours of 4-stroke engines are known in
order to monitor the safe working life of bottom end bolts.
In addition to this, designers will specify that bottom end bolts:

Are manufactured to high standards of surface finish.
Have rolled threads.
Be of the "waisted" design with generous radii.
Have increased diameter at mid shank to reduce vibration.
Be tightened accurately to the required level.
During maintenance bolts should be examined for mechanical
damage which would cause a stress concentration. Damaged bolts
should be replaced.
Water in the lubricating oil can lead to white metal attack and
fie formation of a very hard black incrustation of tin oxide. This
oxide may cause damage to the journal or crankpin surface by
grinding action.
Fretting Corrosion
Occurs where two surfaces forming part of a machine, which in
theory constitute a single unit, undergo slight oscillatory motion of
a microscopic nature.
It is believed that the small relative motion causes removal of
metal and protective oxide film. The removed metal combines with
oxygen to form a metal oxide powder that may be harder than the
metal (certainly in the case of ferrous metals) thus increasing the
wear. Removed oxide film would be repeatedly replaced,
increasing further the amount of damage being done.
Fretting damage increased with load, amplitude of movement
and frequency. Hardness of the metal also effects the attack, in
general damage to ferrous surfaces is found to decrease as hardness
increases.
Oxygen availability also contributes to the attack, if oxygen
level is low the metal oxides formed may be softer than the parent
metal thus minimising the damage. Moisture tends to decrease the
attack.
Bearing Corrosion
In the event of fuel oil and lubricating oil combining in the
crankcase, weak acids may be released which can lead to corrosion
of copper lead bearings. The lead is removed from the bearing
surface so that the shaft runs on nearly pure copper, this raises
bearing temperature so that lead rises to the surface and is
removed. The process is repeated until failure of the bearing takes
place. Scoring of crankshaft pins can then occur. Use of detergent
types of lubricating oil can prevent or minimise this type of
corrosion. The additives used in the oil to give it detergent
properties would be alkaline, in order to neutralise the weak acids.
59
Bearing Clearances and Shaft Misalignment

Bearing clearances can be checked in a variety of ways, a rough
,.heck is to observe the discharge of oil, in the warm condition,
from the ends of the bearings. Feeler gauges can be used, but for
some of the bearings they can be difficult to manoeuvre into
position in order to obtain readings. Clock (or as they are
sometimes called, dial) gauges can be very effective and accurate
the necessary relative movement can be achieved, this
can prove to be very difficult in the larger types of engine. Finally,
fie use of lead wire necessitating the removal of the bearing keeps.
Main bearing clearances, should be zero at the bottom. If they
are not, then the crankshaft is out of alignment. Some engines are
provided with facilities for obtaining the bottom clearance (if any)
of the main bearings with the aid of special feelers, without the
need to remove the bearing keep. Another method is to first
arrange in the vertical position a clock gauge so that it can record
the movement of the crank web adjacent to the main bearing. The
main bearing keep is then removed, shims are withdrawn and the
keep is replaced and tightened down. The vertical movement of the
shaft, if any, is observed on the dial gauge.
Obviously, if the main bearing clearance is not zero at the
bottom the adjacent bearing or bearings are high by comparison
and the shaft is out of alignment.
Crankshaft alignment can be checked by taking deflections. If a
crank throw supported on two main bearings is considered, the
vertical deflection of the throw in mid span is dependent upon:
shaft diameter, distance between the main bearings, type of main
bearing, and the central load due to the running gear. A clock
the crank webs opposite the
rence'of the main journal (see
ection, when the crank is rotated
one revolution, that is directly proportional to the vertical
g. 36(a). it is assumed that main bearings are in correct
nt and no central load is acting due to running gear, then
FIG 36
CHECKING CRANKSHAFT ALIGNMENT
1i
h
central load z r m
gauge r e d ~ n grcm
6g-g
CRANKPOSI~ON
X
P
t
S
ccntrd lmd W
gauge readtng negatlve
GAUGE READINGS IN mm/100
1
I
dial gauge at lourn* clrcurntermc.

dwnetrtcally oppos~lc crank p ~ n
61
j
E!
Y
b=(x+y)/2
vertical
ds-dignrnent (t-b)
~orizontal
rnis-alignment (p-S)
5
10
5
-2
-1
CYLINDER NUMBER
2
3
4
5
0
0
0
0
2
6
-8
-3
3
12 -14
-8
3
6 - 8 - 6
2
-2
0
0
0
0
1
-1
11
13
-14
-1
1
0
-8
3
6
0
1
4
3
-2
-1
r
I
central lead W
g a u p read~nq W S I I I V ~
vertical deflection of the shaft would be small - say zero. With

running gear in place and crank at about bottom centre the webs
would close in on the gauge as shown - this is negative deflection.
With crank on top centre webs open on the gauge - this is positive
deflection.
In practice the gauge must always be set up in the same position
between the webs each time, otherwise widely different readings
will be obtained for similar conditions. An alternative is to make a
proportional allowance based on distance from crankshaft centre.
Obviously the greater the distance from the crankshaft centre the
greater will be the difference in gauge readings between bottom
and top centre positions.
Since, due to the connecting rod, it is generally not possible to
have the gauge diametrically opposite crank pin centre when the
crank is on bottom centre an average of two readings would be
taken, one either side during the turning of the crank.
The following table shows some possible results from a six
cylinder diesel engine:
The dial gauge would be set at zero when crank is in, say, port
side near bottom position and gauge readings would be taken at
prm horizontal, top centre, starboard horizontal and starboard side
near bottom positions. Say x, p, t, s and y as per Fig. 37., but
before taking each reading the turning gear should be reversed to
"nload the gear teeth, otherwise misleading readings may be
Engines with spherical main bearings will have greater
allowances for crankshaft misalignment than those without.
Spherical bearings are used when increased flexibility is required
for the crankshaft. This would be the case for opposed piston
engines with large distances between the main bearings, so instead
arrangement is more likened to
larger central deflection for a
From the vertical misalignment figures and by referring to
Fig.37. the reader should be able to deduce that, the end main
bearing adjacent to No. 1 cylinder and the main bearing between
Nos. 3 and 4 cylinders are high.
Vertical and horizontal misalignment can be checked against the
ssible values supplied by the engine builder, often in the
of a graph as per Fig. 38. If any values exceed or equal
hen bearings will have to be
usted or renewed where required. Indication of incorrect bearing
62
!S T R U n W AND TRANSMISSION
63
-
REED'S M ~ O EN
R GINEERINGKNOWLEDGE
FIG. 38
\I\;
I
FIG. 37
CRANK POSITIONS FOR DEFLECTION
MAXIMUM VALUES
0 35.
30.
25
t -b
rnaxlrnurn values
of 1-b
20.
the oil. If this is increasing then high temperatures are being

encountered. n.b. as the oil oxidises (bums) its colour blackens.
u
e f f e c t of b
lntermedlate beaf'ng
CHOICE, MAINTENANCE AND TESTING OF

LUBRICATING OIL FOR MAIN CIRCULATING
SYSTEM
Choice
If the engine is a 'trunk type' then fuel and deleterious deposits
P.
, t-a
L - - - - - ~
L--.-l
C-
---I
clearances may be given when the engine is running. In the case of

hedium or high speed diesels, load reversal at the bearings
generally occurs. With excessive bearing clearances loud knocking
takes place, white metal then usually gets hammered out.
If bearing lubrication for a unit is from the same source as
Piston cooling, then a decrease in the amount of cooling oil return,
may be observed in the sight glass, together with an increase in its
temperature.
If bearing clearances are too small, overheating and possible
Seizure may take place. o i l mist and vapour at a particular unit
1 . 1
_.
crankcase. The oil should therefore be one which has detergent

properties, these oils are sometimes called 'Heavy Duty'.
Additives in these oils deter the formation of deposits by keeping
substances, such as carbon particles, in suspension. They also
teract the corrosive effect of sulphur compounds, some of the
used may be low in sulphur content, in this case the alkaline
tive in the lubricating oil could be less.
Detergent oils may not be able to be water washed in a
trifuge, it is always advisable to consult the supplier.
ight mineral oil, generally with an anti-oxidant and
on inhibitor added, is the type normally used in diesels
e working cylinder is separate from the crankcase.
65
Maintenance
When the engine is new correct pre-commissioning should give a
clean system free from sand, metal, dust, water and other foreign
matter. To clear the system of contaminants all parts must be
vibrated by hammering or some other such method to loosen rust
flakes, scale and weld spatter (if this is not done then these things
will work loose when the engine is running and cause damage). A
good flushing oil should then be used and clear discharge s
obtained from pipes before they are connected up, filters must be
opened up and cleaned during this stage. Finally, the flushing
operation should be frequently repeated with a new charge of oil of
the type to be used in the engine.
When the engine is running, continuous filtration and
centrifugal purification is essential.
Oxidation of the oil is one of the major causes of its
deterioration, it is caused by high temperatures. This may be due
Smelling the oil sample may give indication of fuel oil

or if acrid, heavy oxidation. Dark colour gives
indication of oil deterioration, due mainly to oxidation.
Dipping fingers into the oil and rubbing the tips together can
detect reduction in oiliness - generally due to fuel contamination and the presence of abrasive particles. The latter may occur if a
filter has been incorrectly assembled, damaged or automatically
by-passed. Water vapour can condense on the surfaces of sight
glasses, thus giving indication of water contamination. But various
tests are available to detect water in oil, e.g. immersing a piece of
glass in the oil, water finding paper or paste - copper sulphate
change colour from white to blue in the presence of water
-plunging a piece of heated metal such as a soldering iron into the
oil causes spluttering if water is present.
A check on the amount of sludge being removed from the oil in
the purifier is important, an increase would give indication of oil
deterioration. Lacquer formation on bearings and excessive carbon
formation in oil cooled pistons are other indications of oil
deterioration.
Oil samples for analysis ashore should be taken about every
1,000-2,000 hours (or more often if suspect) and it would be
recommended that the oil be changed if one or more of the
following limiting values are reached:
1. 5% change in the viscosity from new. Viscosity increases
with oxidation and by contamination with heavy fuel, diesel oil can
reduce viscosity.
2.0.5% contamination of the oil.
3. 0.5% emulsification of the oil, this is also an indication of
water content. Water is generally permissible up to 0.296,
dangerous if sea water.
4. 1.0% Conradson carbon value. This is from cracked
lubricating oil or residue from incomplete combustion of fuel oil.
5. 0.01 mg KOWg Total Acid Number (TAN). The TAN is the
total inorganic and organic acid content of the oil. Sulphuric acid
from engine cylinders and chlorides from sea water give the
inorganic, oxidation produces the weak organic acids. Sometimes
the acids may be referred to as Strong and Weak.
1. Small bearing clearances (hence insufficient cooling).

2. Not continuing to circulate the oil upon stopping the engine.
In the case of oil cooled piston types, piston temperatures could
rise and the static oil within them become overheated.
3. Incorrect use of oil preheater for the purifier, e.g shutting off
oil before the heat or running the unit part full.
4. Metal particles of iron and copper can act as catalysts that
assist in accelerating oxidation action. Rust and varnish products
can behave in a similar fashion.
When warm oil is standing in a tank, water that may be in it can
evaporate and condense out upon the upper cooler surfaces of the
tank not covered by oil. Rusting could take place and vibration
may cause this rust to fall into the oil. Tanks should be given some
protective type of coating to avoid rusting.
Drainings from scavenge spaces and stuffing boxes should not
be put into the oil system and stuffing box and telescopic pipe
glands must be maintained in good condition to prevent entry of
water, fuel and air into the oil system.
Regular examination and testing of the main circulating oil is
important. Samples should be taken from a pipeline in which the
oil is flowing and not from some tank or container in which the oil
is stationary and could possibly be stagnant.
,P
66
LUBRICATION SYSTEMS
Lubrication systems for bearing and guides, etc. should be simple
and effective. If we consider the lubrication of a bottom end
bearing, various routes are available, the object would be to choose
that route which will be the most reliable, least expensive and least
complicated. We could supply the oil to the main bearing and by
means of holes drilled in the crankshaft convey the oil to the
bottom end bearing. This method may be simple and satisfactory
for a small engine but with a large diesel it presents machining and
stress problems.
In one large type of diesel the journals and crankpins were
drilled axially and radially, but to avoid drilling through the crankweb and the shrinkage s u ~ a c e sthe oil was conveyed from the
journal to the crank pin by pipes.
A common arrangement, mainly adopted with engines having
oil cooled pistons, is to supply the bottom end bearing with oil
down a central hole in the connecting rod from the top end bearing.
Fig. 39. shows an arrangement wherein a telescopic pipe-system is
used and Fig.40. a swinging arm, the disadvantage of the latter is
that it has three glands whereas the telescopic has only one.
However, it is more direct and could be less expensive.
With any of the bearings (excepting ball or roller) the main
object is to provide as far as possible a good hydrodynamic film of
lubricant (i.e. a continuous unbroken film of oil separating the
working surfaces). Those factors assisting hydrodynamic
lubrication are:
1. Viscosity. If the oil viscosity is increased there is less
likelihood of oil film break down. However, too high a viscosity
increases viscous drag and power loss.
2. Speed. Increasing the relative speed between the lubricated
surfaces pumps oil into the clearance space more rapidly and helps
promote hydrodynamic lubrication.
3. Pressure. Increasing bearing load and hence pressure
(loadlarea) breaks down the oil film. In design, if the load is
increased area can be increased by making the pin diameter larger
- this will also increase relative speed.
t
I
67
FIG 39
LUBRICATION OF BEARINGS
-bottom end
bearing
4 . Clearance. If bearing clearance is too great inertia forces

lead to 'bearing knock.' This impulsive loading results in pressure
above nomal and breakdown of the hydrodynamic layer. Fig. 41.
illustrates the foregoing points graphically for a journal type of
bearing.
Hydrodynamic lubrication should exist in main, bottom end and
guide bearings. The top end bearing will have a variable condition,
e.g. when at T.D.C. relative velocity between crosshead pin and
bearing surface is zero and bearing pressure near or at maximum.
Methods of improving top end bearing lubrication are:
1. Reversal of load on top end by inertia forces - only possible
with medium or high speed diesels.
68
FIG 40
LUBRICATION SYSTEM FOR MAIN BEARINGS
69
FIG 42
t
a
ONE PIECE LOWER BEARING CROSSHEAD

DESIGN. SKETCH SHOWS LHS SLIPPER.
rned~um pressure I Q
t o top and bottom
sl~pper
PISTON ROD PALM
,CROSSHEAD
2. Use as large a surface area as possible, i.e. the complete

underside of the crosshead pin. Fig. 42.
FIG 41
RELATIONSHIP BETWEEN COEFFICIENT OF
FRICTION AND SURFACE SPEED
coeft~c~enl
of tractton
hydrodynarn~clubr~call--
___C___
to
20
v~scos~ty
x speed
nro=.<!#ro
CROSSHEAD
CONNECTING ROD
PIN
IU
3. Avoid large axial variation of bearing pressure by more

flexible seating and design. Fig. 43.
4. Increase oil supply pressure. Fig. 44. shows a method of
increasing oil supply pressure to the top end bearing which tends to
keep the crosshead pin 'floating' at all times. As the connecting
rod oscillates, lubricating cross head oil is pumped at high pressure
from the two pumps (only one is shown).
Increase in oil supply pressure can also be accomplished by
installing lubricating oil booster pumps taking suction from L. 0.
system.
FIG 43
CROSSHEAD WITH FLEXIBLE BEARING
SUPPORTS
CYLINDERS AND PISTONS

Cylinders
Fig. 45. shows in section a cylinder liner from a large 2-stroke
engine. The liner is manufactured from good quality lamellar cast
iron and must satisfy the conflicting requirements of being thick
and strong enough to withstand the high pressures and
temperatures that occur during combustion and thin enough to
allow good heat transfer.
This conflict is reconciled by the use of bore cooling. It can be
seen in Fig. 46. that, by boring the upper part of the liner at an
angle to the longitudinal axis the bore at mid point is close to the
surface of the liner. The close proximity of the liner surface to the
cooling water results in effective heat transfer. By using the
technique of bore cooling good heat transfer is accompanied by
high overall strength.
By maintaining the correct surface temperatures in the vicinity
of the combustion space by good heat transfer, there is the risk of
low temperature corrosion or cracking occurring in the lower
portions of the liner. The solution to this problem is to either
insulate the cooling water spaces that are at risk, or utilise a load
controlled cylinder cooling system to maintain optimum cylinder
liner temperature. Fig 131.
Longitudinal expansion of the liner takes place through the
lower cooling jacket. The sealing of the cooling water is
accomplished by silicone rubber "0" rings installed in grooves
machined in the liner, which slide over the jacket as the liner
expands and contracts. Fig. 45. The "0" rings are in grouus of two.
71
STRUCl'URE AND TRANSMISSION
BEARING MATERIAL
BEARING MATERIAL.
n E x w E BEARING
PISTON ROD NUT.
CONNECTING ROD.
FIG 45
2 STROKE CYLINDER LINER
FIG 46
DIAGRAMMAV
~ I~E~W O F CYLINDER LINER
BORE COOLING
COOLING WATER CHANNELS
BORED AT AN ANGLE TO THE
LINER LONGITUDINAL AXIS
AN ANGLE TO THE
LINER LONGITUDINAL
75
3. To neutralise corrosive combustion products and thus protect

cylinder liner, piston and rings from corrosive attack.
4. To soften deposits and thus prevent wear due to abrasion.
5 . To remove deposits to prevent seizure of piston rings and
keep engine clean.
6. To cool hot surfaces without burning.
In practice some oil burning will take place, if excessive this
would be indicated by blue smoke and increased oil consumption.
AS the oil bums it should leave as little and as soft a deposit as
possible. Over lubrication should be avoided.
When the engine is new, cylinder lubrication rate should
normally be greater than when the engine is run in. Reasons for
this increased lubrication are: (1) surface asperities will, due to
high local temperatures, cause increased oxidation of the oil and
reduce its lubrication properties, (2) sealing of the rough surfaces
is more difficult, (3) worn off metal needs to be washed away.
The actual amount of lubricating oil to be delivered into a
cylinder per unit time depends upon: stroke, bore and speed of
engine, engine load, cylinder temperature, type of engine, position
of cylinder lubricators and type of fuel being burnt.
Position of the cylinder lubricators for injection of oil has
always been a topic of discussion, the following points are of
1. They must not be situated too near the ports, oil can be
scraped over edge of pons and blown away.
2. They should not be situated too near the high temperature
zone or the oil will bum easily.
3. There must be sufficient points to ensure as even and as
complete a coverage as possible.
Ideally, timed injection of lubricant delivering the correct
measured quantity to a specific surface area at the correct time in
the cycle is the aim, but is difficult to achieve in practice.
Cylinder Liner Wear

Cylinder liner wear can be divided into:
Abrasive wear.
Corrosive wear.
Abrasive wear
This occurs when abrasive particles enter the combustion space
with scavenge air or as a result of poor quality or contaminated
fuel. Instances of extremely high abrasive wear rates have occurred
in the past due to the burning of fuel heavily contaminated by
catalytic fines.
FIG 47
TEMPERATURE OF CYLINDER LINER SURFACE
THROUGHOUT.
ENGINE LOAD RANGE.
Corrosive wear
This is the more common cause of cylinder liner wear, caused
when burning heavy fuel which contains significant amounts of
sulphur. As the fuel bums the sulphur combines with oxygen to
produce oxides of sulphur which form sulfuric acid on contact with
water. T o minimise the formation of acids it is important that
cylinder liner temperatures are maintained above the dew-point.
T o minimise cylinder liner wear it is imperative that ship's
engineers operate the engine correctly. This includes:
Correct quantity and grade of cylinder lubrication.
Correctly fitted piston rings.
Correct warming through prior to starting.
Well maintained and timed fuel injectors.
Well managed fuel storage and purification plant.
Correct cooling water and lubricating oil temperatures.
Correct scavenge air temperatures.
Engine load changes carried out gradually.
Well maintained equipment.
The deterioration of fuel quality that has taken place years
coupled with the increased pressures and temperatures that occur
during the combustion process have resulted in liners and piston
rings operating under very severe conditions. Despite these adverse
operating conditions cylinder liner wear rates have been reduced in
recent years with large 2-stroke manufacturers claiming
0.03 mm/1000 hrs and medium speed 4-stroke engine
manufacturers claiming wear rates of 0-02 mm/1000 hrs when
operating on heavy fuel.
These wear rates have been achieved as a result of a number of
factors such as:
The development of highly alkaline lubricating oils to
neutralise the acids formed during combustion.
77
CYLINDER TEMP WITH COOLING
100
50
INDEPENDENT OF LOAD
LOAD
__c
The development of load dependent temperature control of

cooling water which maintains the cylinder liner temperature
at optimum level. Fig. 131 [cooling water section].
The use of good quality cast iron with sufficient hard phase
content for cylinder liners.
Careful design of piston ring profiles to maximise lubricating
oil film thickness.
Improvements in lubricating oil distribution across cylinder
liner surface. This includes multi-level injection in 2-strokes
Improved separation of condensate from scavenge air.
Cylinder liner wear profile

Fig. 48. shows the wear profile of both a 4-stroke and 2-sb.oke
engine cylinder liner. It can be seen that the greatest wear occurs in
the upper part of the liner adjacent to firing zone. This is due to:
The high temperatures and pressures that occur at this point.
Because the piston reverses direction at this point
hydrodynamic lubrication is not established.
Acids formed during combustion attack the liner material.
FIG 48
LINER WEAR PROFILE
Cloverleafing
Despite the close control of cylinder surface temperatures, acids
are still formed which must be neutralised by the cylinder
lubricating oil. This requires that the correct quantity and TBN
grade of oil is injected into the cylinder. Immediately the oil enters
the cylinder it will start neuualising the acids, becoming less
alkaline as it does so. If the TBN of the oil is too low then its
alkalinity may be depleted before it has completely covered the
liner surface. Further contact with the acids may lead to the oil
itself becoming acidic. This will lead to the phenomenon known as
"cloverleafing" in which high corrosive wear occurs on the liner
between the oil injection points Fig. 49. Severe cloverleafing can
result in gas blow-by past the piston rings and ultimate failure of
the liner.
Micro-seizure
OILFILM BROKENBY
EXHAUST GAS
SCAVENGEPORTS
This is due to irregularities in the liner and piston rings coming

into contact during operation as a result of a breakdown of
Iubrication due to an insufficient quantity of lubricating oil,
insufficient viscosity or excessive loading. This results
instantaneous seizure and tearing taking place. In appearance
micro-seizure resembles abrasive wear since the characteristic
marks run axially on the liner. Micro-seizure may not always be
destructive, indeed it often occurs during a running-in period. It
becomes destructive if is persistent and as a result of inadequate
lubriation.
PISTONS AND RINGS

Pistons must be strong enough to withstand the very high firing
pressures that are common today, be able to dissipate sufficient
--------
4 STROKE LlNER
FIG 49
INCREASED CORROSIVE WEAR OF CYLINDE
LINER. (CLOVERLEAFING).
I
f
INCREASED CORROSIVE WEAR (CLOVER

LEAFING) CAUSED BY ACID ATTACK DUE TO
CYLINDER OIL ALKALlNlN DEPLETION
81
heat to maintain the correct piston crown temperatures and

withstand the stresses imposed by friction. Pistons are
manufactured from cast steel, forged steel, and cast iron although
g~ of these materials have limitations. Cast iron is weak in tension
especially at elevated temperatures. It does, however, have high
compressive strength which enables it to resist the hammering
which occurs at the ring grooves. Because of its graphite content,
cast iron performs well when exposed to rubbing. This makes it a
suitable material for piston skirts. Cast steel resists heat stresses
better than cast iron but is difficult to ensure that the molten
material flows to the extremities of intricate moulds. Cast steel also
requires extensive heat treatment to relieve casting stresses. Forged
steel is a suitable material because the directional grain flow
exhibited as a result of forging produces a strong tough
component. Forged steel is prone to high wear at the ring grooves
and also requires a greater degree of machining which tends to
increase the production cost.
Modern pistons are composite components, made from
materials that exhibit suitable properties.
Piston crowns which are highly stressed mechanically and
thermally are made from cast or forged steel. Cast iron inserts
are fitted to the ring grooves to resist wear.
Piston skirts are made from cast iron which has superior
rubbing properties than either cast or forged steel. To reduce
weight and reduce inertia loads aluminium is used in some
medium speed 4-s troke applications.
Fig. 50. shows a piston for a large Sulzer engine. The crown is
forged steel and combines strength with good heat transfer.
Strength is achieved by using an overall thick section piston
wn which is then bore cooled. Intensive cooling is achieved by
cocktail shaker effect of the water. With air present in the
n [this comes from the telescopic system, it being necessary to
de a cushion and prevent water hammer] together with water,
inertia effect coupled with the bore cooling leads to very
tive cooling as the piston goes over TDC.
g. 51. shows an oil cooled piston of a large modem B.& W.
ne. The piston crown of this piston is also manufactured from
steel but in this case the section is relatively fine. Strength
achieved by the "strong back" principle which supports the
82
REED'S M(TTOR ENGINEERINGKNOWLEDGE
FIG 50
WATER COOLED PISTON WITH BORE COOL IN^
COOLING BORES
PISTON SKIRT
PISTON ROD
(FORGED STEEL)
C
S
piston crown from inside. Bore cooling is employed but in this

design the bores act as nozzles through which the oil flows
radially, spraying onto the underside of the piston crown, before
flowing to the drain.
Fig. 52. shows a piston from a medium speed 4-stroke engine.
This design transmits the combustion forces directly onto the
gudgeon pin. The piston crown is of forged or cast steel whilst the
skirt is of nodular cast iron. Cooling is effected by oil flowing from
the connecting rod into the piston crown then flowing radially
outwards to effectively cool the piston. In Wartsilla engines some
of this oil is then taken out through four nozzles which feed the oil
distribution groove in the piston skirt. The manufacturers claim
that this design, which they have patented, provides an even oil
film formation that reduces liner wear.
The Choice of water or oil for piston cooling.

Distilled water, kept free from impurities and in the correct
alkaline state, has some advantages over oil:
It is relatively cheap and plentiful.
Internal surfaces are kept free from deposits.
Water can be operated at higher temperatures.
Water has a specific heat capacity nearly twice that of oil.
[This means that, for the same mass flow rate, water is able
to transfer nearly twice as much heat away as oil, lower mass
flow rates can be specified.]
The disadvantages of water are that:
Leakage into the crankcase will result in serious
contamination of the lubricating oil.
Additional pumps and coolers are required.
Oil is used extensively in modern engines. The advantages claimed
for this medium are:
Simplified supply of the oil to the piston is achieved.
Leakage into the crankcase does not present contamination
problems.
The lower thermal conductivity results in a less steep
temperature gradient over the piston crown.
85
FIG 52
COMPOSITE PISTON SUITABLE FOR A HIGH OUTPUT

MEDIUM SPEED 4-STROKE DIESEL ENGINE.
PISTON CROWN.
(CAST STEEL).
86
87
C-
The disadvantages of oil are:

The temperatures must be kept relatively low in order to limit
oxidation of the oil.
If overheating occurs there is a a possibility that carbon
deposits could form on internal surfaces and the danger that
carbon particles could enter the lubricating oil system.
Failure of pistons due to Thermal Loads
When a piston crown is subjected to high thermal load, the
material at the gas side attempts to expand but is partly prevented
from doing so by the cooler metal under and around it. This leads
to compressive stresses in addition to the stresses imposed
mechanically due to the variation in cylinder pressures.
At very high temperatures the metal can creep to relieve this
compressive stress and when the piston cools a residual tensile
stress is set up hence residual thermal stress. If this stress is
sufficiently great, cracking of the piston crown may result.
At normal working temperatures the piston and cylinder liner
surfaces should be parallel. Since there is a temperature gradient
from the top to the bottom of the piston, allowance must be made
during manufacture for the top cold clearance to be less than the
bottom. The temperature gradient is generally non-linear and
thermal distortions produce tensile stresses on the inner wall of the
piston, gas forces tend to bulge the piston wall out thereby
reducing the tensile stress. This variable tensile stress at very high
thermal loads could lead to cracks propagating through from the
inside of the piston to the piston ring grooves.
FIG. 53
EFFECT OF GAS AND HEAT
variable pn k
piston Rings
~
m e required
s
of a piston ring:
1. Good mechanical strength, it must not break easily.
2. High resistance to wear and corrosion.
3. Self lubricating.
4. Great resistance to high temperatures.
5. Must at all times retain its tension to give a good gas seal.
6. Be compatible with cylinder liner material.
The above properties are the ideal and therefore difficult to achieve
in practice. Materials that are used to obtain as many of the desired
p-prties as possible are as follows:
1. Ordinary grey cast iron, in order that it may have good wear
resistance and self lubricating property it must have a large amount
d graphite in its structure. This however reduces its strength.
2. Alloyed cast iron, elements and combinations of elements
that are alloyed with the iron to give finer grained structure and
g d graphite formation are: Molybdenum, Nickel and Copper or
Vanadium and Copper.
3. Spheroidal Graphitic iron, very good wear resistance, not as
self lubricating as the ordinary grey cast iron. These rings are
usually given a protective coating, e.g. chromed or aluminised,
etc. to improve running-in.
It is possible to improve the properties by treatment. In the case
of the cast irons with suitable composition they can be heat treated
by quenching, tempering or austempering. This gives strength and
hardness without affecting the graphite.
Piston rings are often contoured to assist in the establishment of
a hydrodynamic lubricating oil film and so reduce liner wear Fig.
54. It is common practice for manufacturers to specify a ring pack
in which the first and second compression rings, subjected to
higher temperatures and pressures, differ from the lower rings. It is
important when installing new rings that the manufacturers
recommendations are followed since ring failure may result if
Cmrect rings are fitted.
In addition to compression rings 4-stroke medium speed engines
also employ oil control, or oil scraper rings Fig. 55. Unlike
pression rings, which help promote the formation of an oil
, oil scraper rings scrape the oil from the cylinder liner and
it to the sump. Many designs of oil scraper rings can only be
88
FIG 54
2 STROKE ENGINE PISTON RING PROFILE.
FIG 55
4 STROKE PISTON RINGS.
COATED 8 CHAMFERED
COMPRESSION RING.
89
90
fitted in one direction and care must be exercised when installing

these rings. Without these rings lubricating oil in the upper
cylinder would be burnt during combustion resulting in extremely
high oil consumption. As the oil scraper rings wear their
effectiveness in returning the oil to the sump reduces with high oil
consumption as the consequence. Oil scraper ring wear may be the
limiting factor when deciding cylinder overhaul periods for
medium speed 4-stroke engines.
Manufacture
1. Statically cast in sand moulds to produce either a drum from
which a number of piston rings would be manufactured or an
individual ring.
2. Cenmfugally cast to produce a fine grained non-porous drum
of cast iron from which a number of piston rings will be machined.
The statically cast rings, either drum or single casting, may be
made out of round. The out of round blanks are machined in a
special lathe that maintains the out of roundness. Rings
manufactured in this way are expensive but ideal.
Most piston rings are made from circular cast blanks which are
machined to a circular section on their inner and outer diameters.
In order that the rings may exert radial pressure when fitted into
the cylinders they are split in tension. Tensioning is done by cold
deformation of the inner surface by hammering or rolling. The
finished ring would be capable of exerting a radial pressure from 2
to 3 bar and have a Brine1 hardness from 1600 to 2300 (S.I. units).
Large diesel engine cylinder liners have a hardness range similar to
the above.
Piston ring defects and their causes

1. Incorrectly fitted rings. If they are too tight in the grooves the
rings could seize causing overheating, excessive wear, increased
blow-past, etc. If they are too slack in the grooves angular working
about a circumferential axis could cause ring breakage and piston
groove damage. If the butt clearance is too great, excessive blowpast will occur.
2. Fouling due to deposits on the ring sides and their inner
diameters, this could lead to rings sticking, breakage, increased
blowpast and scuffing.
91
3. Corrosion of the piston rings can occur due to attack from

corrosive elements in the fuel ash deposits.
4. If the ring bearing surfaces are in poor condition or in any
way damaged (this could occur during installation) scoring of
cylinder liner may take place, if the ring has sharp edges it will
inhibit the formation of a good oil film between the surfaces.
Due to uneven cylinder liner wear the piston ring diameter
changes during each stroke, this leads to ring and groove wear on
the horizontal surfaces. This effect obviously increases as
differential cylinder liner wear increases. Oscillation of the piston
rings takes place in the cycle about a circumferential axis
approximately through the centre of the ring section, and if the
inner edges are not chamfered they can dig into the piston groove
lands. Keeping the vertical clearance to a working minimum will
reduce the oscillatory effect.
When considering piston rings perhaps the most destructive
force at work is hammering. This is caused by relative axial
movement between piston and ring as a result of gas loading and
inertia when the piston changes direction at BDC. The hammering
xcsults in enlargement of the piston ring groove and may result in
ring breakage. Cast steel, forged steel or aluminium pistons usually
have ring groove landing surfaces protected to minimise the effects
of hammering. This can be either:
Flame hardening - top and bottom on upper grooves.
Chromium plating- top and bottom on upper grooves.
The fitting of cast iron inserts.
In 2-stroke engines, piston rings have to pass ports in the
cylinder wall. Each time they do, movement of segments of the
rings into the ports can take place. This would be more pronounced
if the piston ring butts are passing the ports. It is possible for the
butts to catch the port edge and bend the ring. In order to avoid or
minimise this possibility, piston rings may be pegged to prevent
their rotation or they may be specially shaped.
pection of pistons, rings and cylinders
thdrawal of pistons their examination, overhaul or renewal,
ether with the cleaning and gauging of the cylinder liner, is a
lar feature of maintenance procedures. Frequency of which
nds upon numerous factors, such as: piston size, material and
92
method of cooling; engine speed of rotation; type of engine, 2- or

4-stroke; fuel and type of cylinder lubricant used.
With high speed diesel engines of the 4-stroke type running
time between piston overhauls is generally greater than that for
large slow running two stroke engines. This can be attributed to the
facts that: the engine is usually unidirectional, hence reduced
numbers of stops and starts with their attendant wear and large
fluctuations of thermal conditions. Small bore engines are easier to
cool, cylinder volume is proportional to the square of the cylinder
diameter hence increasing the diameter gives greatly increased
cylinder content and high thermal capacity. Thus overhaul time can
vary between about 2000 to 20 000 h.
Pistons and cylinder liners on some engines can be inspected
without having to remove the piston.
After scavenge spaces have been cleaned of inflammable oil
sludge and carbon deposits, each piston can in turn be placed at its
lowest position. The cylinder liner surfaces can then be examined
with the aid of a light introduced into the cylinder through the
scavenge ports. The cylinder liner surfaces should have a mirrorlike finish. However, black dry areas at the top of the liner indicate
blow past of combustion gases. Dull vertically striped areas
indicate breakdown of oil film and hardened metal surface (this is
caused by metal seizure on a micro scale leading to intense
heating).
After inspection of a cylinder the piston can be raised in steps in
order to examine both the piston and the rings. Heavy carbon
deposits on piston crown and burning away of metal would
indicate incorrect fuel burning and poor cooling. Piston rings
should be free in the grooves, have a well oiled appearance, be
unbroken and worn smooth and bright on the outer surface. If they
are too worn then sharp burrs can form on the edges which enable
them to act as scraper rings, preventing good oil film formation.
93
STRUCRJRE AND TRANSMISSION
that the water flows tangentially thus minimising impingement on

internal surfaces thus reducing the possibility of erosion Fig. 56.
M ~ Emodem engines, which operate at higher temperatures and
pressures, have one piece forged steel cylinder covers. This design
bore cooling which allows the cooling water to pass very
close to the combustion chamber effectively maintaining safe
,&ace temperatures. Fig. 57.
FIG. 56
TWO PIECE CYLINDER COVER:
SULZER RND TYPE.
CYLINDER COVER INSERT.
COOLING WATER
ROW: ENTERING
TANOENTIALLY.
LINER.
Large 2-stroke engines

The cylinder covers of loop scavenged engines tend to be relatively
simple symmetrical designs to avoid the problems of differential
expansion and the consequent stresses. Early Sulzer designs were
two piece with a cast iron main component and a central cast steel
insert containing the valves. In this design cooling water is
introduced into the cylinder cover through nozzles which ensure
95
STRUmURE AND TRANSMISSION
FIG. 57
ONE PIECE CYLINDER COVER
SULZER RND M.
FIG. 58
HYDRAULICALLY ACTIVATED CENTRAL
EXHAUST VALVE FOR LARGE SLOW-SPEED
2-STROKE DIESEL ENGINE
COOLING WATER CHANNELS

BORE AT AN ANGLE TO
ACTUATING PISTON
AIR SPRING CYLINDER
AIRSUPKY
EXHAUST GAS
EXHAUSTVALVE
COOLING BORE
With the exception of opposed piston configurations uniflow

engines have a single central exhaust valve in removable casting
installed in the cylinder cover. Fig. 58. The cylinder cover is
manufactured from forged steel and cooling is accomplished
through radial cooling bores close to the combustion chamber
surface. The exhaust valve cage and seat ring are also bore cooled.
96
Exhaust valves
In recent years manufacturers have adopted the hydraulically
actuated valves in favour of mechanical pushrods and rockers. ~h~
advantages claimed for this configuration are:
There is no transverse thrust from hydraulic actuators. Thrust
is purely axial resulting in less guide wear.
Controlled landing speed ensures minimum stress on valve
and seat.
Valve rotation by impeller ensures well balanced thermal and
mechanical stress and uniform valve seating.
The extensive cooling of the valve cage and seating ring results in
relatively low exhaust valve seat temperatures which coupled with
the choice of Nimonic for the one piece valve increases reliability
and the intervals between overhauls even when operating on heavy
fuel.
Medium speed 4-stroke engines
Because of the number of openings required for valves, 6stroke
cylinder heads are a complex shape. For this reason spheroidal
graphite cast iron is a suitable material since it is relatively easy to
cast. A modem cylinder head for an engine operating on heavy fuel
is shown in Fig. 59. Such a cylinder head should:
Have even and small thermal and mechanical deformation
with correspondingly low stress levels.
Have low and uniform temperature distribution at the exhaust
valves and valve seat.
Have good valve seating due to effective valve rotation and
low levels of distortion [important for optimum heat transfer
from exhaust valve seats].
Have exhaust valves made from a material that provides
resistance to high temperature corrosion.
Effective cooling of the exhaust valve and seat must be
accomplished if reliable operation is to be achieved.
To maintain low surface temperatures in the combustion space
and at the valve seat bore cooling is employed. The bore cooling
passages are shown in Fig. 59.
Four valves are usually employed on 4-stroke engines. This
configuration allows the designer to maximise the cross-sectional
area of inlet and exhaust ports and so improve the flow through the
cylinder. This arrangement results in more complicated valve
97
CTURE AND TRANSMISSION
FIG 59
STROKE DIESEL ENGINE CYLTNDER COVER
WITH BORE COOLING
-1
CYLINDER LINER
98
actuation since two exhaust and two inlet valves must each be
operated by one push rod. The various ways that the valves are
actuated can be seen in Fig. 60. All of the designs shown control
the valves together, it is important that, following maintenance,
adjustments are made correctly. Clearance is allowed between the
valve stem and the rocker arm when the engine is cold. As the
engine attains normal running temperature this clearance is taken
up by expansion. If adjustments leave too little clearance then it is
likely that the valve will be prevented from closing correctly by the
valve gear, resulting in gas leakage, burning and deteriorating
performance. Conversely, too great a clearance may result in
reduced valve lift and duration of opening, mechanical noise and
reduced performance levels.
99
FIG 60
ALTERNATIVE METHODS OF VALVE
ACTUATION
VALVES ACTUATED BY TWO

ROCKERS.
PUSH ROD.
Rq
VALVESACTUATEDBY
FORKED ROCKERS
EXHAUST VALVES
PUSH ROD
INLET VALVES
CROSS HEAD
WSHROD
VALVE
CROSSHEAD
GUIDE
REED'S MOTOR. ENGINEERING KNOWLEDGE
I
I
CHAPTER 3
FUEL INJECTION
DEFINITIONS AND PRINCIPLES
p of fuel into minute spray particles so as to ensure an

g of air and fuel oil is known as atomisation. The
volume ratio of a fuel-oil droplet increases as its
eter decreases Fig. 61. The effect of this is that a smaller
et can present a greater percentage of its molecules to contact
the available air than can a larger droplet. The smaller fuel-oil
ets then the more effective is the atomisation resulting in more
and complete combustion with maximum heat release from
ulence
swirl effect of air charge in the cylinder which in combination
th atomised fuel spray gives intimate mixing and good overall
mbustion. Requires to be 'designed into' the engine by attention
liner, piston, ports, etc., details together with air pressure-
ity of the fuel spray droplets to spread across the cylinder

ustion space so as to allow maximum utilisation of volume for
velocity of fuel spray causing contact with metallic engine

and resulting in flame burning.
arrangement at the fuel valve tip to direct fuel in the proper

n with the correct velocity. If the sprayer holes are too short
rection can be indefinite and if too long impingement can
FIG 61
THE RELATIONSHIP BETWEEN FUEL
DR O P LET SIZE & SURFACE AREAIVOLUME
RATIO
FUEL INECTION
103
engines it is important, to ensure optimum fuel injection, that

~ o n pre-heating
~ ~ t is carried out. If the temperature of the fuel is
too low then the viscosity will be high resulting in higher injection
pressure and reduced atomising performance, excessive
and possible impingement on internal surfaces. Too
high a temperature also has adverse effects by reducing penetration
and causing deposits to be left on nozzle tip affecting atomisation.
The relationship between viscosity and temperature is shown in
Fig. 62. Careful control of fuel temperature is required to ensure
that the fuel viscosity at the engine fuel rail is inside the range
specified by the manufacturers. It is modern practice to utilise
viscosity controllers to ensure that the fuel temperatures is
maintained at the correct level. Although the viscosity conmoller
DROPLET DIAMETER (pm)
occur. If the hole diameters are too small fuel blockage (and
impingement) can take place, alternatively too large diameters
would not allow proper atomisation. In practice each manufacturer
has a specific design taking into account method of injection,
pressure, pumps, etc. Even with a particular engine different
nozzles may be specified for different applications. For example,
engines engaged in slow steaming, for reasons of economy, may be
supplied with fuel valve sprayer nozzles with smaller holes of
differing geometry than engines at higher powers. This measure
improves the atomising and penetration performance of fuel valves
at part load due to the restoration of fuel velocity through the
nozzle. This yields improved economy at lower loads. The nozzles
must be changed to the original size prior to operating at maximum
power. As a generalisation the sprayer hole length: diameter ratio
will be about 4:1, maximum pressure drop ratio about 12:l and
fuel velocity through the hole about 2 5 0 d s .
Supply an accurately measured amount of fuel to each

cylinder regardless of load.
Supply the fuel at the correct time at all loads with rapid
opening and closing of the fuel valve.
Inject the fuel at a controlled rate.
Atornise and distribute the fuel in the cylinder.
chieve effective combustion the fuel must be atomised and
distributed throughout the combustion space. It is the function
104
FUEL INJECTION
~ " 1 1lift occurs quickly as the extra area of the needle seat is
exposed after initial lift. The full action of lift is limited by the
shoulder which halts against a thrust face on the holder. The
injector lift pressure varies with the design but may be about 140
bar average (some designs 250 bar).
A fuel valve lift diagram for such an injector is given in Chapter
1, BY removal of the spring cap the valve lift indicator needle can
assembled in the adaptor. This particular design as sketched is
not cooled itself but is enclosed in an injector holder with seal
(face to face) at tapered nozzle end with rubber ring at the top.
FIG 62
VISCOSITY TEMPERATURE CHART FOR
MARINE FUELS.
FIG 63
FUEL VALVE INJECTOR (HYDRAULIC)
....,.MUM INJECTION VISCOSITY

40 cSt
\ \ MINIMUM INJECTION VISCOSITY

20 cSt
TEMP RANGE
FOR leOcS1
\
700 cSt Q 50C
TEMP RANGE
FOR 3BOcSl I
380 Cst @ 50C
FUEL TEMPERATURE "C
105
HOCE FOR LIFT INClCATOR
106
Coolant is circulated in the annular space between the injector

holder and the holder itself. Direct cooling of the fuel valve as an
alternative to this is easily arranged. Coolant connections on the
main block would supply and return through drillings similar to
that shown for fuel. The choice of oil or water for cooling depends
on the engine and valve design and is also affected by the type of
fuel. With hot boiler oil it is necessary to cool right to the injector
tip so as to attempt to keep metal temperatures below 2 0 0 " ~ .
Hydraulic fuel valves usually have a lift of about 1 mm and the
action is almost instantaneous.
There a r e three broad types of injection:
Jerk injection.
Common rail.
Timed injection.
107
FUEL INJECTION
indicator Diagrams
Details have been given of some typical indicator diagrams
showing engine faults in Chapter 1. Aspects of fuel injection faults
included late and early injection (draw card), fuel valve lift
diagrams, etc.. as well as related details such as compression cards.
TWO further typical faults are as illustrated in Fig. 64.
Afterburning will show as indicated with a loss of power,
increased cylinder exhaust temperature and possible discolouration
of exhaust gases. Fuel restriction at filters, injectors, etc. or due to
incorrect viscosity will result in a loss of power and reduced
m i m u m pressure.
FUEL PUMPS
Jerk injection
This is by far the most common system employed on modem
marine diesel engines. The fuel pressure is built up at a fuel pump
in a few degrees of rotation of the cam operating the plunger. Fuel
i s delivered directly to spring loaded injectors which are
hydraulically opened when the jerk pump plunger lift has
generated sufficient fuel pressure.
General
The physical energy demands of injection are great. Typical
teauirements
include delivery of about lOOml of tuel in im second
-- at 750 bar so as to atomise over an area of 40mA.A peak energy
input can reach 230 kW. A short injection period at high pressure,
so placed to give the desired firing pressure, is necessary.
Generally pilot injection and slow injection of charge is difficult to
arrange for modem turbo-charged engines.
Common Rail
A system in which fuel pumps deliver to a pressure main and
various cylinder valves open to the main and allow fuel injection to
the appropriate cylinder. Requires either mechanically operated
fuel valves (e.g. older Doxford engines) or mechanically operated
timing valves (e.g. modem Doxford engines) allowing connection
between rail and hydraulic injector at the correct injection timing.
Quantity control
The amount of fuel injected per stroke is usually accomplished by
varying the effective plunger stroke of the fuel pump. This may be
achieved by:
Timed Injection
As defined above in which the fuel pump delivers to the timing
valve and thence to the spring loaded injector. No lost motion
clutch is required as the cam does not drive a pump plunger but
operates a valve. The cam is symmetrical with respect to engine
dead centre.
Note: Many aspects of fuels are covered in Volume 8 (Chapter
2) and revision of oil tests as well as basic definitions relating to
specific gravity, Conradson carbon residue, Cetane number, etc., is
strongly advised.
F I G 64
E F F E C T S O F DEFECTIVE F U E L INJECTION
---c
FUEL RESTR I C T I O N
AFTER BURNING
1. Varying the beginning of delivery.

2. Varying the end of delivery.
3. Varying the beginning and the end of delivery.
Control has been arranged for regulated end of effective stroke
by helical groove with constant beginning of injection, as in the
well known Bosch principle, described later. This method is
regularly utilised for auxiliary engines and gives fuel injection
early in the cycle at light load which gives higher efficiency but
also leads to higher firing pressures. It has also been utilised with
large direct coupled engines (e.g. B.& W.). Control in valve type
pumps for large engines was usually with constant end and
regulation of the start of injection by varying the suction valve
closure (e.g. Sulzer and Doxford). Engine performance at low load
with later injection is a compromise between economy and firing
pressure. With turbo-charged engines the disadvantage of the
constant end pump control is more noticeable as reduced firing
pressure and efficiency is more marked at low loads due to reduced
turbo-charger delivery and pressure.
Because of the limitations of varying the fuel quantity delivered
by only varying the beginning of delivery Sulzer redesigned their
fuel pumps to include a suction valve and spill valve. Initially the
spill valve only was controlled resulting in constant beginning with
variable end of delivery. Latterly, however, in the interests of fuel
economy and in common with other manufacturers, both valves are
controlled to give variable beginning and end of delivery.
Injection Characteristics
The diagram given in Fig. 65. illustrates some features of fuel
injection based largely on Sulzer RND practice.
The fuel valve injector lift diagram is shown with lift of about
1.3 mm and injection period at full load approximately 6 degrees
before to 22 degrees after. High firing pressures at full load in the
high powered turbocharged range of engines can be reduced with a
constant beginning method of injection. The ideal injection law
corresponds to a rectangle with almost constant fuel pressure
before the injector during injection. The practical curves shown
show almost constant pressure at a reasonable maximum (750 bar).
The last sketch of this Fig. 65. shows the effect of earlier spill at
delivery for reducing load with a constant start of injection. The
FUELINJECTION
109
F I G 65
INJECTION CHARACTERISTICS
plunger at first moves very rapidly to build up pressure but is

slowed during injection so giving minimum injection pressures at
full load. The constant beginning of injection gives a flat
combustion pressure over the full power range. At low loads the
fuel pressure is higher than is usually the case because the plunger
is delivering more in its maximum speed range, this gives better
atomisation.
Variable Injection Timing (VIT)
The previous section dealt with only variable and with constant
beginning of injection. It is modern practice for economy
considerations to now vary both the beginning and end of
FIG 66
FUEL SAVINGS AVAILABLE BY UTILISING
VARIABLE INJECTION TIMING (VIT)
INJECTION TIMING VARIATION

WITH ENGINE LOAD
VARIABLE BEGINNING
POSSIBLE PMAXWITH VIT
I
FUEL SAVINGS AVAllABLE BY
MAINTAINING Puu WlTH VIT
MCR O/.
ADVANCE
TDC
CRANK ANGLE
pressure of the engine will fall almost linearly as the power of the
engine is reduced. The b.m.e.p of the engine, however, reduces at a
slower rate and since the thermal efficiency of the engine varies as
the ratio of bfithen a reduction of firing pressure will result
in a reduction of thermal efficiency of the engine. In order that the
thermal efficiency and hence the specific fuel consumption can be
maintained at optimum it is therefore necessary to maintain
maximum firing pressures as the engine load is reduced. This is
accomplished by advancing the timing of the fuel injection as the
engine load is reduced Fig. 66. The advancement of the injection
timing continues until about 65%-70%, thereafter the injection is
retarded. Fig. 67. It can be seen that at about 25% engine load
injection is retarded in relation to full load timing. This will reduce
the "diesel knock" at low engine loads that is sometimes
experienced on engines without variable injection timing [VIT].
112
m L INJECTION
FIG 68
BOSCH TYPE FUEL PUMP OPERATION
FIG 68
LON GITUDINAL GROOVE & PLUNGER CONTROL
SUCTION PORT
SPlLL PORT
TUDINAL
VE
FUEL DRAWN INTO BARREL

THROUGH SUCTION 8 SPlLL
PORT
HELICAL EDGE UNCOVERS SPlLL

PORT. FUEL PUMP PRESSURE
DROPS : INJECTION CEASES
1
SUCTION PORT
SPILL
PORT
5
SUCTION PORT
SPILL PORT
LONGITUDINAL GROOVE
ALIGNED WITH SPlLL PORT
FUEL DISPLACED THROUGH

SUCTION AND SPlLL PORTS
RACK BAR
GOVERNOR 8 FUEL
CONTROL
CONTROL SLEEVE
LUNGER BASE
LUNGER SLEEVE
PLUNGER
, PLUNGER LEADING
RACK ENGAGING IN
CONTROL SLEEVE
PLUNGER TU
BY CONTROL
EDGE
PLUNGER MOVEMENT
IN CONTROL SLEEVE
SUCTION AND SPlLL PORTS
CLOSED BY PLUNGER LEADING
EDGE. INJECTION COMMENCES
1 11 ( 1
CONTROL SLEEVE
6 PLUNGER
LUG ENGAGING IN
CONTROL SLEEVE
CONTROL
Bosch Jerk Pump Principle

Fig. 68. shows a Bosch type fuel pump set at approximately 75%
load.
The sketch numbered 1 show the plunger moving down. The
pressure in the barrel falls and as the suction and spill ports open to
the fuel rail the fuel flows into the barrel.
FUEL INJECTION
REED'S MOTOR ENGWEERING KNOWLEDGE
In Sketch 2 the plunger is moving upwards. The fuel is

displaced from the barrel through the spill and suction pons. This
ntinue until the plunger completely covers
Sketch 3 shows the plunger continuing to move upwards and
just covering the spill and suction ports. This is the effective
beginning of delivery and any further upward movement of the
plunger will pressurise the fuel and open the fuel valve injecting
fuel to the engine.
Sketch 4. The plunger continues to move upwards. Injection
continues until the point when the helical edge of the groove on the
plunger uncovers the spill port. The high pressure in the barrel is
immediately connected to the low pressure of the fuel suction.
There is no longer sufficient pressure to keep the fuel valve needle
open and injection ceases.
Sketch 5 shows the plunger turned by means of the rack and
pinion so that the longitudinal groove of the plunger is aligned
with the spill port. In this position the plunger is unable to deliver
any fuel since the spill port does not close during the cycle.
Sketch 6 shows a sectional plan view to illustrate how the
plunger can be rotated so as to vary helix height relative to the spill
port. The plunger base is slotted into a control sleeve which is
rotated by quadrant and rack bar.
With both valve and helical spill designs there can be problems
of fuel cavitation due to very high velocities. Velocities near
200 m/s can create low pressure vapour bubbles if pressure drops
below the vapour pressure. These bubbles can subsequently
collapse during pressure changes which results in shock waves and
erosion attack as well as possible fatigue failure. A spring loaded
piston and orifice design can absorb and damp out fluctuation.
Gtjtaverken, Stork, MAN and B & W. engines utilise a form of the
above pump.
The adjustment of injection timing is canied out on Bosch type
fuel pumps by varying the relative height of plunger and
suction/spill ports in the barrel. This may be accomplished in a
number of ways:
1. Adjusting the height of plunger relative to the barrel.
2. Adjusting the height of the barrel relative to the plunger.
FIG 69
ADJUST MEN^ OF FUEL INJECTION TIMING BY

V
A RELATIVE
~
POSITION
~
~OF
AND BARREL
ALTERATION OF PLUNGER
HEWT VARYING RELATIVE
POSITION OF BARREL
PORTS
118
119
FUEL INJECTION
FIG 72
VIT BOSCH TYPE FUEL PUMP
FIG 71
SULZER VALVE TYPE FUEL PUMP
SPlLL VALVE
SUCTION
VALVE
INJECTION TIMING
ADJUSTED WlTH
SUCTION VALVE
ON VIT MODELS
SUCTION VALVE OPEN : FUEL

DRAWN IN AS PLUNGER
MOVES DOWNWARDS
PUMP OUTER
CASING
FUEL OUANTITY REGULATED

BY ADJUSTING THE OPENING
P0SITK)N OF SPILL VALVE
FUEL PUMP
PLUNGER
FUEL DISPLACED THROUGH

SUCTION VALVE
FUEL PUMP
BARREL
L.-9
FUEL PUMP BARREL
SPlLL & SUCTION VALVE SHUT :

INJECTION COMMENCES
TlMlNG GUIDE
10
-I
RACK ENGAGED
WlTH TIMING GUIDE
SPILL VALVE OPENS :

INJECTION CEASES
plug. T h e end of injection, and therefore the quantity of fuel

delivered, is regulated by rotating the plunger which varies the
position o f the helix edge relative to the spill port.
Two Stage Fuel Injection

Efforts are continually being made to improve the reliability and
economy o f medium speed engines which operate on heavier
grades of fuel. One way of achieving this is by having a carefully
controlled, reliable combustion process. This requires good
atomisation with short injection periods but this results in high
injection rates at high engine loads with commensurate high rates
at intermediate and low loads where increased ignition delays may
be experienced. Indeed, research has shown that, at low loads, the
injection process may be completed before ignition commences.
Because the fuel is well mixed with the air, the combustion is very
intense a n d almost instantaneous when ignition does eventually
occur. This uncontrolled energy release will cause "diesel knock"
and possibly destructive thermal and mechanical stresses.
As a solution to this problem Wiirtsila have developed a twostage injection process in which the fuel injected during the pilot
stage is constant and independent of engine load. The quantity of
fuel injected during the pilot phase is set at about 2.6% of the
maximum continuous rating [MCR], this is marginally less than
the amount required to compensate for frictional loses when the
engine is idling. The pilot fuel is injected in advance of the main
injection phase but the quantity involved is too small to damage
the combustion chamber components. Fig. 73. The injection and
ignition o f the pilot fuel minimises the ignition delay because it
raises the temperature of the combustion air. The fuel injected
during t h e main stage enters a favourable environment with
combustion commencing as soon as the first fuel droplets enter the
combustion chamber. This eliminates the possibility of unburnt
fuel b e i n g stored in the combustion chamber and hence the
destructive uncontrolled release of energy.
Both fuel valves are supplied by the same fuel pump. The fuel
pump, however, has two plungers to supply pilot and main
i n j e c t i o n . The main plunger of this fuel pump is of the
conventional scroll, or Bosch type. The pilot plunger is positioned
above the main plunger, but since the quantity of fuel injected in
121
FLTEL INJECTION
FIG 73
PILOT AND MAIN INJECTION AGAINST
CRANK ANGLE
.30"
.20"
-10"
TDc
10"
41p
CRANK ANGLE
the pilot stage is constant this plunger has no helix. As the pilot
plunger covers the suction/spill port injection commences and
ceases as the lower edge of the plunger uncovers the Suction/s~ill
This arrangement has the advantage that the emission of NOx
[oxides of nitrogen] are reduced and allows the use of low Cetane
Fuel Systems
In recent years the quality of the fuel available to the marine
industry has deteriorated. This had led inevitably, not only to
problems of combustion, but also to problems of Storage.
TO alleviate some of these problems the entire fuel system
should be carefully designed and this should CornnIence with the
bunkering system. Modern fuels tend to be high viscosity and may
have a high pour point so it is important that at the completion of
bunkering that the fuel drains freely into the bunker tanks. If
loading bunkers in cold climates it may be necessary to include
insulation on the exposed bunker lines. An indication of a high
pour point fuel may be a high loading temperature: the supplier
ensuring that the fuel is easily pumped on board. If a waxy fuel is
suspected then a pour point test should be carried out.
Due to the problems associated with incompatibility fuels from

different sources should not be mixed. The importance of the
segregation of fuels from different sources cannot be Overstated
and should be achieved, wherever possible, by transferri ng
remaining fuel into smaller tanks prior to bunkering in order that
the total quantity of fuel loaded can be received in empty tanks.
Even if a vessel is equipped with adequate storage to ensure
segregation mixing may occur in the settling and service tanks
when fuels are changed over. If compatibility problems are
suspected then fuel change-overs should be accomplished by
running down the settling tank before admitting the next, possibly,
incompatible fuel. Two service and two settling tanks would be the
ideal situation, since fuel change-overs would be accomplished
with the absolute minimum mixing. Designers and shipowners
may wish to consider this.
The temperature of the stored fuel must be monitored to ensure
that it does not approach its pour point. This is important,
especially when fuel is stored in double bottoms, since it is not
uncommon for fuels to have a pour point of 25C and so become
unpumpable even at temperatures that can be considered
temperate.
The heating capacity of the fuel system, that is, tank heating,
trace heating and system heating should be able to deal with the
viscosity of any fuel the vessel is likely to encounter.
Tank heating must be able to maintain temperatures above the
maximum likely pour point.
Settling and service tank heating should maxirnise the settling of
water and solid matter from the fuel and maintain the correct postpurification temperature. This is important since Department of
Transport regulations require that fuel is stored at, or below 60C.
However, the purification and clarification temperatures of high
viscosity fuels may be substantially higher than this; 100C for
example. To comply with this regulation a post-purifier FUEL
COOLER may be required.
When operating with high viscosity fuels it is necessary to
employ high rates of heat transfer during fuel heating. This could
cause thermal cracking of the fuel leading to carbon deposits on
the heating surfaces resulting in reduced heating capacity
maintain optimum heat transfer and heating steam consum
,* should be a facility to enable the oil side of the heater to be

taned periodically by circulating with a proprietary carbon
mover. A Typical Fuel System is shown in Fig. 76.
could have been avoided if an effective "on board fuel
. Maintaining storage temperatures at least 5C above the pour

Sending a representative fuel sample for analysis and taking
. This should be achieved by daily
measurement of all fuel
analysis may reveal:

65C. If FP below this is encountered the owners and
High sulphur: May result in acids forming which may
126
FIG 76
TYPICAL FUEL SYSTEM
3. High water content: May separate when heated. May,

however, form a stable emulsion which is difficult to separate
without the addition of emulsion breaking chemicals. If water
is salt water, not uncommon in the marine
environment, serious problems associated with sodium-vanadium
corrosion and turbo-charger fouling may be experienced. Water
also introduces the risk of bacteria into the fuel.
Bacterial growth can occur at the oillwater interface which if
allowed to proliferate can cause blockage of filters and fuel
system. The problem of bacterial, or microbial attack, is greater in
fuel which is unheated, especially diesel oil, since the temperatures
involved when heating high viscosity fuels will pasteurise the fuel
and thus kill off bacteria. Since prevention is better than cure
draining the water from the oil is probably the best course of
action.
4. High vanadium: May cause high temperature corrosion. The
use of an ash modifying chemical additive to maintain the
vanadium oxides in a molten state will prevent adhesion to high
temperature components.
5. Instability and incompatibility: Instability refers to tendency
of the fuel to produce a sludge by itself. Incompatibility is the
tendency of the fuel to produce a sludge when blended with other
fuels. These sludges form when the asphaltene content of the fuel
can no longer stay in solution and so precipitates out, sometimes at
a prodigious rate. The deposited sludge blocks tank suctions,
filters, and pipes and quickly chokes purifiers. In engines the
ge of injector nozzles, late burning and coking can result in
e to pistons, rings and liners.
6. High aluminium content: This contamination is a result of
over of "catalytic fines" from the refining process of the
edstock oil. These "fines" are an aluminium compound
in size from 5 mm to 50 mm and are extremely abrasive.
w levels of aluminium indicate the presence of catalytic
s m the fuel which, if used, will lead to high levels of abrasive
in the fuel system, piston, rings and liner in an extremely
period of time. 30 ppm of aluminium is generally considered
as the maximum allowable level in fuel oil bunkers before
cation. Because of the small size of these compounds they are
cult to remove completely by centrifuge. The purification
128
REED'S
MOTOR ENGINEERING KNOWLEDGE
plant, in correct operation, will reduce the aluminium content to

about 10 ppm before it is used in the engine. It has been found that
if the aluminium content is above 30 ppm difficulties will be
experienced attaining a safe level of 10 ppm after purification.
CHAPTER 4
maximum performance and economy, etc. are to be maintained it

is essential during the gas exchange process that the cylinder is
completely purged of residual gases at completion of exhaust and a
fresh charge of air is introduce into the cylinder for the following
stroke. In the case of 4-stroke engines this is easily
carried out by careful timing of inlet and exhaust valves where,
because of the time required to fully open the valves from the
closed position and conversely to return to the closed position from
fully open, it becomes necessary for opening and closing to begin
before and after dead centre positions if maximum gas flow is to be
ensured during exhaust and induction periods. Typical timing
diagrams are shown in Fig. 77. for both normally aspirated and
pressure charged 4-stroke engine types. Crank angle available for
exhaust and induction with normally aspirated engines is seen to be
of the order 420" to 450" with a valve overlap of 40" to 60"
depending upon precise timing - with more modern pressurecharged engines this increases to around 140" of valve overlap.
Basic object of overlap, i.e. exhaust and inlet valves open together,
is to assist in final removal of remnant exhaust gases from cylinder
so that contamination of charge air is minimal. The extension of
overlap in the case of pressure-charged engines serves to: (1)
further increase this scavenge effect, (2) provide a pronounced
cooling effect which either reduces or maintains mean cycle
temperature to within acceptable limits even though loading may be
considerably increased. Consequent upon (2) it becomes clear that
thermal stressing of engine parts is relieved and with exhaust gas
turbocharger operation prolonged running at excessively high
temperatures is avoided. This latter would have an adverse effect
on materials used in turbocharger construction and could also
contribute toward increased contamination.
In some cases an apparent anomaly exists between the
temperature of exhaust gas leaving the cylinder and the temperature
at inlet to turbocharger, being as much as 90" higher. This is
jf
FIG 77
TYPICAL TIMING DIAGRAMS
overlap 60.-
-.
NA T U R A L L Y - A S PI R A T ED
PRESSURE-CHARGED
6- STROKE
overlap,
140
L - STROKE
partially explained by the fact that over the latter part of the gas
exchange Process the relatively cold scavenge air will have a
depressing effect on the temperature indicated at cylinder outlet
which will tend to indicate a mean value over the cyclic exchange.
More probably the increase may be largely attribute to change
of kinetic energy into heat energy and an approximately adiabatic
compression of the gas column between cylinder and turbine inlet.
131
2-Stroke Cycle Engines

With only one revolution in which to complete the cycle the time
available for clearing the cylinder of residual exhaust gases and
recharging with a fresh air supply is very much reduced. Of
necessity the gas exchange process is carried out around b.d.c.
where the positive displacement effects of the piston cannot be
exploited as is the case with the 4-stroke cycle. The total angular
movement seldom exceeding 140' compared to well in excess of
400" with 4-stroke operation gives some indication of the need for
high efficiency scavenging processes if cylinder charge is not to
suffer progressive contamination and subsequent loss of
performance with increased temperature and thermal loading. Prior
to the introduction of turbocharging to 2-stroke machinery this
necessitated a low degree of pressure-charging of 1.1 to 1.2 bar to
ensure adequacy of the gas exchange process.
The scavenging of 2-stroke engines is generally classified as:
(1) uniflow or longitudinal scavenge, (2) loop and cross scavenge.
Fig. 78. Because of the simplicity of the arrangement uniflow
scavenge as employed in poppet-valve or opposed piston type
engines is generally considered as being the most efficient. In this
case charge air is admitted through ports at the lower end of the
cylinder and as it sweeps upwards toward the exhaust discharge
areas, almost complete evacuation of residual gases is obtained. By
suitable design of the scavenge ports or the provision of special air
deflectors the incoming charge air can be given a swirling motion
which intensifies the purging effect and also promotes the degree
of turbulence within the charge which is required for good
combustion when fuel injection takes place.
Cross and loop scavenge have both exhaust and scavenge ports
arranged around the periphery of the lower end of the liner and in
so doing eliminate the need for cylinder head exhaust valves etc
and their attendant operating gear. This considerably simplifies
engine construction and can lead to a reduction of maintenance.
Because of simplified cylinder head construction the cylinder
combustion space can be designed for optimum combustion
conditions. Generally however, the scavenging efficiency is
somewhat lower than with the uniflow system due to the more
complex gas-air interchange and the possibility of charge air
passing straight to exhaust with little or no scavenging effect.

Careful attention to port design does however considerably reduce
this problem.
The gas exchange process itself may be divided into three
separate phases: (1) blowdown, (2) scavenge and (3) postscavenge.
During blowdown the exhaust gases are expelled rapidly - the
process being assisted by amply dimensioned ports or valves
arranged to open rapidly. At the end of this blowdown period when
the scavenge ports begin to uncover, the cylinder pressure should
be at or below charge air pressure so that the scavenge process
which follows, effectively sweeps out the remaining residual gases.
With scavenge ports closed the post scavenge period completing
the gas exchange process should ensure that exhaust discharge
areas close as quickly as possible to prevent undue loss of charge
air so that the trapped air at beginning of compression has the
highest possible density. Although some loss of charge air is
unavoidable it should be borne in mind that the air supply is
considerably in excess of that required for combustion and the
cooling effect of the air passing through the system has the result
of keeping mean cycle temperatures down so that service
conditions are less exacting.
The increased cylinder pressures encountered with modern
turbocharged machinery may result in exhaust opening being
advanced so that sufficient time is given for cylinder pressure to
fall to or below charge air pressure when the scavenge ports
uncover. A complementary aspect of earlier opening to exhaust is
the increased pulse energy obtainable from the exhaust gas which
can be utilised to improve turbocharger performance. In many
cases this is the main criterion which influences exhaust opening,
since the loss of expansive working is more than offset by the gain
in turbocharger output.
Obviously in the case of reversing engines there may be some
slight penalty incurred if prolonged operation in the astern
direction is considered. Fig. 79. shows the timing for some of the
present generation of direct drive slow speed diesels.
FIG 78
SCAVENGING OF 2-STROKE ENGINES
UNIFLOW SCAVENGE
CROSS SCAVENGE
COOP SCAVENGE
PRESSURE CHARGING
of pressure charging required, which determines the

hargers which are driven by the exhaust gases expelled from
1 ?4
FIG 79
TIMING FOR SOME DIRECT DRIVE
SLOW SPEED DIESELS
BURMEISTER-WAIN
exhaust
scwenge
opens
RND TWE ENGINE
exhaust
opens
scwenge
closes
/astern
J-7VPE ENGINE
ahead
the main engine. About 20% of the energy available in the exhaust
gas is utilised in this way. In the past it was usual practice to
employ some form of scavenge assistance either in series or
parallel with the turbochargers. This was accomplished by engine
driven reciprocating scavenge pumps, under piston effect or
independently driven auxillary blowers. Only the under-piston
effect and auxillary blowers are used to any significant degree in
modern practice.
136
The advantages of pressure-charging may be summed up as: (1)

substantial increase in power for a given speed and size; (2) better
mass power ratio, i.e, reduced engine mass for given output; (3)
improved mechanical efficiency with reduction in specific fuel
consumption; (4) reduction in cost per unit of power developed; ( 5 )
the increase in air supply has a considerable cooling effect leading
to less exacting working conditions and improved reliabilit y.
Because of increasing power output and fuel economy diesel plant
is now almost universally chosen for applications once dominated
by steam turbine plant.
Constant Pressure and Pulse Operation

In general the manner in which the energy of the exhaust gases is
utilised to drive the turbocharger may be ascribed to (1) the pulse
system of operation and (2) constant pressure operation.
Pulse Operation
This makes full use of the higher pressures and temperatures of the
exhaust gas during the blow-down period and with rapidly opening
exhaust valves or ports the gases leave the cylinder at high velocity
as pressure energy is converted into kinetic energy to create a
pressure wave or pulse in the exhaust lead to the turbocharger. For
pulse operation it is essential that exhaust leads from cylinder to
turbine entry are short and direct without unnecessary bends so that
volume is kept to a minimum. This ensures optimum use of
available pulse energy and avoids the substantial losses that could
otherwise occur with a corresponding reduction in turbocharger
performance. Of necessity, exhaust ducting must be arranged so
that the gas-exchange processes of cylinders serving the same
turbocharger do not interfere with each other to cause pressure
disturbances that would affect purging and recharging with an
adverse effect upon engine performance. With 2-stroke engines the
optimum arrangement is three cylinder grouping with 120' phasing
which gives up to 10% better utilisation of available energy than
cylinder groupings other than multiples of three. Due to the small
volume of the exhaust ducting and direct leading of exhaust to
turbine inlet the pulse system is highly responsive to changing
engine conditions giving good performance at all speeds.
Theoretically turbocharging on the pulse system does not require
s of assistance is employed to ensure optimum conditions and

acceleration from rest.
Constant Pressure Operation

ln this system the exhaust gases are discharged from the engine
ant pressure energy contained in the exhaust gas becomes
b.m.e.p. of around 7 bar the advantage lies with the pulse system
t as b.m.e.p. increases beyond this figure the constant pressure
stem becomes more efficient giving greater air throughout and
me slight reduction in the fuel rate.
Due to the much larger volume of the exhaust system associated
constant pressure operation the release of exhaust gas is rapid
FIG 81
AIR DELIVERY
tmke m..p
lbnrl
when the scavenge ports begin to uncover. With a possible

reduction in exhaust lead expansive working can be increased
which is a further contributory factor in reducing the fuel rate. A
major drawback to constant pressure operation is that the large
capacity of the exhaust system gives poor response at the
turbocharger to changing engine conditions with the energy supply
at slow speeds being insufficient to maintain turbocharger
performance at a level consistent with efficient engine operation.
Some form of scavenge assistance such as under-piston scavenging
is often utilised. T o offset this however the number of
FIG 82
RND 90 SUPERCHARGING ARRANGEMENT
is reason most large slow speed 2-stroke engines tend to be

Fig. 82. shows the diagrammatic arrangement of the Sulzer
RNDengine which operates with constant pressure supercharge. In

normal operation air is drawn into under-piston space B from
common receiver A and compressed on downstroke of piston to be
delivered into space C so that when scavenge ports uncover
purging is initiated with a strong pressure pulse. As soon as
p s s u r e in spaces BIC falls to common receiver pressure in A
scavenge continues at normal charge air pressure. For part load
operation the auxiliary fan is arranged to cut in when charging
pressure falls below a pre-set value. Air is drawn from space A and
&livered into space F and this together with under piston effect
ensures good combustion and trouble-free operation under
gansient conditions.
AIR COOLING
piston a\ t.dc
\
I
During compression of the air at the turbo-blower, which is

fundamentally adiabatic, the temperature may increase by some
60-70C with a corresponding reduction in density. This means
that the air must be passed through a cooler on its passage to the
engine in order to reduce its temperature and restore the density of
the charge air to optimum conditions. Correct functioning of the
cooler is therefore extremely important in relation to efficient
engine operation. Any fouling which occurs will reduce heat
transfer from air to cooling medium and it is estimated the 1C
rise in temperature of air delivered to the engine will increase
exhaust temperature by 2C. Reduction in air pressure at cooler
outlet due to increased resistance is also a direct result of fouling.
It is therefore imperative that air coolers are kept in a clean
condition. It is preferable that this is accomplished on an ongoing
basis rather than changing a dirty cooler since progressive fouling
will have an adverse effect on engine performance. Ongoing
cleaning can be carried out by spraying with a commercial air
cooler cleaning solvent. Under conditions of high humidity
precipitation at the cooler may be copious. Carry over of this water
REED'S MOTOR E N G I N E E ~ GKNOWLEDGE
FIG 83
WATER SEPARATOR
TURBOCHARGER
CHARGE AIR
TO ENGINE
f--
AIR COOLER
----
TURBOCHARGERS
DIRECTION IS
AIR FLOW
themselves may be a combination of ball and roller bearings or

separate sleeve (journal) type bearings.
REED'S MOTOR ENGWEERING KNOWLEDGE
The various claims of superiority as to the effectiveness of the

different types of bearings centre around the mechanical efficiency
of the bearing configuration. The manufacturers of turbochargers
equipped with rolling element bearing claim a distinct mechanical
efficiency advantage across the whole operating range. On the
other hand manufacturers of turbochargers equipped with sleeve
type bearings claim comparable efficiency under full-load
conditions but accede to lower efficiency at lower engine loads.
With high speeds of operation the mechanical efficiency factor
does seem to favour rolling element bearings. Against this however
is the fact that periodic replacement of ball and roller assemblies is
essential if trouble-free service is to maintained -this is due to the
fact that rapid and repeated deformation with resultant stressing
causes surface metal fatigue of contact surfaces with the result that
failure will occur. The effects of vibration, overloading, corrosion
or possible abrasive wear, etc, lead to premature failure which
emphasises the need for isolation of bearings from external
vibrations together with use of correct grade of lubricant and
effective filtration, etc. Plain bearings should however have a life
equal to that of the blower provided that normal operating
conditions are not exceeded.
Refemng to Fig. 84. it can be seen that the blower end of the
turbocharger consists of a volute casing of light aluminium alloy
construction which houses the inducer, impeller and diffuser which
are also of light alloy construction. The function of the inducer is
to guide the air smoothly into the eye of the impeller where it is
collected and flung radially outward at ever increasing velocity due
to the centrifugal effect at high rotational speed. At discharge from
the impeller it passes to the diffuser where its velocity is reduced in
the divergent passages thus convening its kinetic energy into
pressure energy. The diffuser also functions to direct air smoothly
into the volute casing which continues the deceleration process
with further increase in air pressure. From here the air passes to the
charge air receiver via the air cooler.
The turbine end of the turbocharger consist of casings which
house the nozzle-ring turbine wheel and blading, etc. In older
designs casings were water cooled but in turbochargers for modem
large slow-speed Zstroke engines, with relatively low exhaust gas
FIG 84
TURBO-CHARGER
heat energy in the exhaust gas in the waste heat boiler so

oving the overall plant efficiency. Fig. 85. shows the
mperature advantage of uncooled designs.
The components in the high temperature gas stream, that is, the
of cooling may be given by controlled air leak-off past the

flows along the shaft towards the turbine end.
FIG 85
ADVANTAGE OFUNCOOLEDTURBOCHARGER
oard of the compressor and turbine. This has several
of bearing housings.
module allowing the rotor to be withdrawn from the turbine
without disconnecting engine ductwork.
TURBO-CHARGER LUBRICATION SYSTEM
GAS TEMPERATURE LEAVING

TURBO CHARGER "C
Cooling media for cooled exhaust gas casings is generally from

the engine jacket water cooling system although in some cases seawater has been employed. In both cases anti-corrosion plugs are
fitted to prevent or inhibit corrosion on the water-side. With water
cooled casings experience has shown that under light load
conditions when low exhaust temperatures are encountered it is
possible that precipitation of corrosive forming products - mainly
sulphuric - will occur on the gas side of the casing. This results in
serious corrosive attack which is more marked at the outlet casing
because of lower temperatures. Methods of prevention such as
enamelling and plastic coatings, etc. have been tried to alleviate
this problem with varying degrees of success. A particularly
effective approach to the problem is the use of air as the cooling
media with the result that this particular instance of corrosive
attack is virtually eliminated.
t u r bo-charger
dram tank
above the turbochargers. This will ensure that the oil pressure
reaching the bearings should never fall below a pressure of around
1.6 bar. If level of oil falls below the mouth of the inner drain pipe
it is quickly emptied and an alarm condition initiated. After an
alarm it takes about ten minutes to empty the high level tank which
is sufficient to ensure adequate lubrication of the turbochargers as
they run down after the engine is stopped.
As discussed earlier sleeve type bearings suffer the disadvantage
of having a lower mechanical efficiency at part load conditions.
The effects of this can be minimised by careful design. To reduce
friction the bearing length is reduced. A thrust bearing is
incorporated into the main bearing but axial thrust is taken by this
only at start-up, shut-down and very low loads. The main thrust
being taken by sealing air acting on the turbine disc. Fig. 87. shows
sealing air from the compressor outlet being fed to the chamber
behind the turbine disc. This air flows past the leak-off labyrinth at
a rate dependant upon the clearance. As the turbocharger load
increases so does the axial thrust. This has the effect of moving the
rotating element towards the compressor end which causes the
clearance at the leak-off labyrinth to decrease reducing the flow of
air. The air pressure acting on the turbine disc increases and
imposes an opposing force to the axial force. The makers of
turbochargers claim that engines utilising this type of turbocharger
can run down to 25% load unassisted by auxiliary fans.
Recent developments have increased the overall efficiency of
turbochargers by improving the aerodynamic performance and
increases in pressure ratio. One improvement attained is as a result
of the general adoption of constant pressure charging for large
slow-speed 2-stroke engines. This eliminates the excitation of
blade vibration by exhaust gas pulses. Excitation of blade vibration
is still possible but with careful attention to the choice of nozzle
vane number and natural frequencies of vibration of blades it is
possible to dispense with the need for rotor blade damping wire.
Not only does this give greater turbine aerodynamic efficiency, but
greater resistance to contamination by heavy fuel combustion
Radial Flow Turbines

For smaller higher speed diesel applications the use of radial flow
turbochargers is common. Fig. 88. The casings are uncooled but
FIG 87
TURBO-CHARGER WITH PLAIN BEARINGS
TURBINE DISC
THRUST CHAMBER
insulation. Bearings are sleeve type and lubricated form the

ne lubricating oil system. The turbine wheel is a one piece
iencies of axial and radial turbines can be seen in Fig. 89.
>'S MOTOR ENGINEEFUNG KNOWLEDGE
FIG 88
RADIAL FLOW TURBINE
149
'"
$.
FIG 89
COMPARISON OF RADIAL & AXIAL FLOW
TIC EFFICIENCY
EXHAUST GAS INLET
AXIAL FLOW TIC
RADIAL R O W TIC
2
WHEEL DIAMETER rnm 2
10
12
14
APPROX ENGINE POWER Mw
I ROTOR
-+
EXHAUST GAS l'LOWING

OFF TRAILING E:DGEOF
MADE
rbocharger Fouling
ntaminated turbines and compressors have poorer efficiency and
er performance which results in higher exhaust temperatures.
-stroke applications the charging pressure can increase due to
constriction of the flow area through the turbine resulting in
cceptable high ignition pressures. To maintain turbocharger
ciency it is important to ensure that all operating parameters are
ntained to manufacturers recommendations. If the compressor
s its air from the machinery spaces then steps must be taken to
iuntain as clean an atmosphere as possible since leaking exhaust
cleaning - Turbine Side

from outside the engine room.
ing. About 1.5-2 kg of granules is blown by compressed
TURBOCHARGER CLEANING
Water Washing - Blower Side
On the air side, dry or oily dust mixed with soot and a possibility
of salt ingestion from salt laden atmosphere can lead to deposits
which are relatively easy to remove with a water jet, usually
injected at full load with the engine warm. A fixed quantity of
liquid (1 to 2 1n litre depending upon blower size) is injected for a
period of from 4 to 10 seconds after which an improvement should
be noted. If unsuccessful the treatment can be repeated but a
minimum of ten minutes should be allowed between wash
procedures. Since a layer of a few tenths of a millimetre on
impeller and diffuser surfaces can seriously affect blower
efficiency the importance of regular water washing becomes
obvious. It is essential that the water used for wash purposes comes
from a container of fixed capacity - under no circumstances should
a connection be made to the fresh water system because of the
possibility of uncontrolled amounts of water passing through to the
engine.
gain size 1.2 to 2.0 mm.
the very beginning or after overhaul, should not be cleaned

water-washing or granulate injection. This is because the
Water Wash Turbine Side

This is generally carried out at reduced speed by rigging a portable
connection to the domestic fresh water system and injecting water,
via a spray orifice before the protective grating at turbine inlet, for
a period of 15 to 20 minutes with drains open to discharge
excessive moisture which does not evaporate off. Since water
washing may not completely remove deposits, and can interact
with sulphurous deposits with resultant corrosive attack, chemical
cleaning may be used in preference. This effectively removes
deposits at the turbine and moreover is still active within the
exhaust gases passing to the waste heat system, so that further
removal of deposits occurs which maintains heat transfer at
optimum condition and keeps back-pressure of exhaust system to
well within the limits required for efficient engine operation.
stant speed compressor supplies air though a duct. The outlet of

duct is regulated by a damper. With the damper fully open the
ssure ratio across the compressor will be at its lowest value with
largest mass flow rate of air. As the damper is closed the
istance increases as does the pressure ratio but the mass flow of
decreases. If the damper is closed further a point will be
hed where, because of the resistance, there will be such a low
152
FIG 90
D R Y T U R B O - C CLEANING
~ ~ ~ ~ ~ ~EQUIPMENT
SURGING OF TURBO-CHARGER
FIG 91
COMPRESSOR
COMPRESSED AIR 5-6 BAR

DAMPER FULLY OPEN
PRESSURE RATIO
MASS FLOW
--------C
LOWEST
HIGHEST
-c
DAMPER PARTIALLY
CLOSED
PRESSURE RATIO
INCREASED
DECREASED
DAMPER CLOSED SUFFICIENTLY

TO INCREASE PRESSURE RATIO
8 DECREASE MASS FLOW TO A
POINT WHERE COMPRESSOR
PRESSURE IS RELIEVED THROUGH COMPRESSOR

TURBOCHARGER
154
events leading to the surging can be followed on a graph of

pressure ratio against mass flow. This graph is known as a
compressor map. Fig. 92b.
Surging may occur in heavy weather when the propeller comes
out of the water and the governor shuts the fuel off almost
instantaneously.
To obtain efficient and stable operation of the charging system
it is essential that the combined characteristic of the engine and
blower are carefully matched. The engine operating line, as
indicated on Fig. 92a., is mainly a function of these characteristics
and taking into account the fact that blower efficiency decreases as
the distance between surge and operating lines increases, the
matching of blower to engine becomes a compromise between
acceptable blower efficiency and a reasonable safety margin
against surge. An accepted practice is to provide a safety margin of
around 15 to 20% to allow for deterioration of service conditions
such as fouling and contamination of turbochargers and increasing
resistance of ship's hull, etc. Apart from fouling of turbocharger
other contributory factors to surging are contamination of exhaust
and scavenge ducting, ports and filters. Since faulty fuel injection
leads to poor combustion and greater release of contaminants the
need to maintain fuel injection equipment at optimum conditions is
essential. Other related causes are variation in gas supply to
turbochargers due to unbalanced output from cylinder units and
FIG 92B
COMPRESSOR MAP
PROPELLER LAW
FIG 92A
PROVIDING A SAFETY MARGIN
pPsrure rat80
SU~~PIIM
s o l e l y ncrgtn
ergme oprm:&n( llna
MASS FLOW
- -
mechanical damage to turbine blading, nozzles or bearings, etc.

During normal service the build-up of contaminants at the
turbocharger can be attributed to deposition of air-b orne
contaminants at the compressor which in general are easily
removed by waterwashing on a regular basis. At the turbine
however, more active contaminants resulting from vanadium and
sodium in the fuel together with the products of incomplete
combustion deposit at a higher rate which increases with rising
temperature. A further problem arises with the use of alkaline
cylinder lubricants with the formation of calcium sulphate deposits
originating form the alkaline additives in the lubricant. Again
water washing on a regular basis is beneficial in removing and
controlling deposits but particular care needs to be taken to ensure
complete drying out after the washing sequence since any
remaining moisture will interact with sulphurous compounds in
exhaust gas stream with damaging corrosive effect.
Turbocharger Breakdown
For correct procedure, depending upon engine type, reference
should be made directly to the engine builders and/or turbocharger
manufacturers recommended practice. As a general rule however,
in the event of damage to the turbochargers, the engine should be
immediately stopped in order that the damage is limited and does
not become progressive. Under conditions where the engine cannot
be stopped, without endangering the ship, engine speed should be
reduced to a point where turbocharger revolutions have fallen to a
level at which the vibration usually associated with a malfunction
is no longer perceptible.
If the engine can be stopped but lack of time does not permit in
situ repair or possible replacement of defective charger it is
essential that the rotor of the damaged unit is locked and
completely immobilised. If exhaust gas still flows through the
affected unit once the engine is restarted, the coolant flow through
the turbine casing needs to be maintained but due to the lack of
sealing air at shaft labyrinth glands the lubricating oil supply to the
bearings will need to be cut off - with integral pumps mounted on
the rotor shaft, the act of locking the shaft ensures this - otherwise
contamination of lubricant together with increase in fouling will
occur. For rotor and blade cooling a restricted air supply is
157
in
ired and can be achieved by closing a damper or flap
ives
,irdelivery line from the charger, to a position which g
ted flow from scavenge receiver back to the damaged blower.
tematively a bank flange incorporating an orifice of fixed
ter can be fitted at the outlet flange of the blower.
th only a single blower out of a number inoperative the
er developed by the engine will obviously depend upon charge
psssure attainable. At the same time a careful watch must be
upon exhaust condition and temperature to ensure efficient
ne operation with good fuel combustion. In the event of all
hargers becoming defective it is possible to remove blank
ers from the scavenge air receiver so that natural aspiration
pplemented by underpiston effect, etc. or parallel auxiliary
~ w e operation
r
is possible - if this method of emergency
eration is carried out protective gratings must be fitted in place
blind covers at the scavenge air receiver. In all cases when
Nnning at reduced power special care must be taken to ensure any
out of balance due to variation in Output from affected units does
not bring about any undue engine vibration.
158
REED'S MOTOR ENGINEERING

KNOWLEDGE
\
CHAPTER 5
overlap of the timing of starting air valves must be provided

her one is opening. This
angular position of the
crankshaft with insufficient air turning moment to give a
start. The usual minimum amount of overlap provided in
ctice is 15". Starting air is admitted on the working stroke and
eriod of opening is governed by practical considerations with
main factors to consider:
1. The Firing Interval of the engine.
Firing Interval =
Number of degrees in engine cycle

Numbers of cylinders
e.g. with a four cylinder 2-stroke engine the firing interval is

90, i.e. 36014 and if each cylinder valve covered 90" of the cycle
then the engine would not start if it had come to rest in the critical
position with one valve fractionally off closure and another valve
just about to start opening.
2. The valve must close before the exhaust commences. It is
rather pointless blowing high pressure air straight to exhaust and it
could be dangerous.
3. The cylinder starting air valve should open after firing dead
centre to give a positive tuming moment in the correct direction. In
fact some valves are arranged to start to open as much as 10" before
the dead centre because the engine is past this position before the
valve is effectively well open, and in fact any reverse tuming effect
is negligible as the turning moment exerted on a crank very near
dead centre is small indeed.
Consider Fig. 93(a). for a 4-stroke engine. With the timings as
shown the air starting valve opens 15" after dead centre and closes
10" before exhaust begins. The air start period is then 125". The
162
163

/
FIG 95A
STARTINGCONTROL VALVE ARRANGEMENT
nn EIGHT CYLINDER ENGINE (SULZER TYPE)
FIG 94
STARTING AIR VALVE
OPENING AIR FROM

DISTRIBUTOR
(VENTED AIR
DURINGCLOSING)
--+
>
STARTING AIR CAM
-ROC
VALVES FOR EACH
HDlVlDUAL CYLINDER ARRANGED
AROUND STARTING AIR CAM
CLOSING AIR FROM DISTRUBUTOR
valve. As this is happening the air from the lower
--d
s vented to atmosphere through the control valve. At the
(VENTED AIR DURING OPENING
the starting air admission period control air is redirected to

er chamber to close the valve while the upper chamber is
to atmosphere through the control valve. The valve opens
ses quickly with air cushioning at the end of the closing
to reduce shock on the valve seat. If the pressure in the
der is substantially higher than the starting air presziure, the
ve will not open. This prevents hot gases entering the starting
AIR INLET FROM STARTING

AIR MANIFOLD
VANES
During engine operation the air inlet to the starting valve should
regularly checked. A hot inlet would indicate a leaking starting
valve allowing hot combustion gases to enter the air manifold
ch may lead to an explosion if starting air is admitted.
are many designs of air distributor all with the same basic
One type of starting air distributor is shown in Fig. 95. This is

based on the Sulzer design in which each cylinder has its own
starting control valve. The starting control valves are arranged
radially around the starting air dismbutor cam, which is driven via
a vertical shaft from the camshaft. When the engine starting lever
is operated air is admitted to the distributor forcing all control
valves, against the return spring, [omitted in the diagram] onto the
cam. The control valve of a cylinder which is in the correct
position for starting, will be pushed into the depression in the cam
and assume the position shown in Fig. 95(b).In this position air
from the starting system will be directed to the upper part of the
cylinder starting air valve causing the valve to open. At the same
time air from the lower chamber of the cylinder starting air valve
will be vented to atmosphere. At the end of the cylinder starting air
period the distributor cam moves the control valve to the position
shown in Fig. 95(c). In this position air from the starting air system
is directed to the lower chamber of starting air valve causing the
valve to close. Air from the upper chamber is vented through the
control valve to atmosphere. The starting control valves are held
off the dismbutor cam by springs when starting air is shut off the
FIGS 95B,C
STARTING AIR DISTRlBUTOR
AIR TO OPEN VN
-------+
CYLINDER AIR
START VALVE
CONTROL
VALVE ONTO
CAM
General Reversing Details

Most reversible engines are of the direct coupled 2-stroke type.
The general trend in 4-stroke practice is to utilise an unidirectional
engine coupled, via a reduction gearbox, to a controllable pitch
propeller. The need for reversing mechanisms for 4-stroke engines
is, therefore, reducing. For this reason the 2-stroke reversing
mechanism principle will be considered in greatest detail.
'b'
2-Stroke Reversing Gear

It is usually necessary to reposition the fuel cams on the camshaft,
with jerk pumps, so that reversing can utilise one cam. This avoids
the complication of moving the camshaft axially. This means that
it is necessary to provide a lost motion clutch on the camshaft and
the need for such a clutch will first be described.
Refemng to Fig. 96. the lost motion cam diagram:
Consider the engine position to be dead centre ahead with the
cam peak centre line to be 55O after this position, anti-clockwise
ahead rotation, for correct injection timing ahead. If now the
VENT
c CONTROL VALVE IN POSITION
TO CLOSE STARTING AIR VALVE
engine is to run astern (clockwise) the cam is 55 + 55 = 110" out of

phase. Either the cam itself must be moved by 110' or while the
engine rotates 360' the cam must only rotate 250 (110 of lost
motion). Note the symmemcal cam 75' each side of the cam peak
centre line made up of 35O rising flank and 40" of dwell.
REED'S MOTOR ENGINEEmG KNOWLEDGE
FIG %
LOST MOTION CAM DIAGRAM
gout one third of a nvolution which idlows an axid mave1 with a

nut arrangement of reasonable size and pitch to change Over
4. Older loop scavenged Sulzer engines have about 980 lost
motion as the dishbutor repositioning for astern is from the same
~ v shaft
e as the fuel pumps, but via a vertical direct drive shaft.
Refer now to Fig. 97. the Lost Motion Clutch%is design which is based on older Sulzer engine practice has a
lost motion on the fuel pump camshaft of about 30'. When
reversed- Oil
is required oil pressure and drain connections
laterally along the housing moves the centre section to the
mw position, ir. mticlmkwise as shown on the sketch in Fig. g7The oil pressure is maintained on the clutch during running so that
hemating clutch faces are kept firmly in Contact with no chatter~h~~~are a number of variations on this design but the principle
of operation is s*la although not all types rotate the clutch to its
mng
dead
cen~,t
flank of the cam is shown On an enlarged scale in Fig. 96.

be
that h e 35' of Cam flank is utilised for building up
pressure by the Pumping action of the rising fuel pump plunger
(14") for d e l i v e ~at injection 10' before f i n g dead cenm to 80
after firing dead centre, and 3' surplus rise of flank for later
spill variation. It is obvious that the lost motion is required
with jerk Pumps, cam driven, in which a period of pumping is
necessalybefore injection starts. The following points an worth
specific men tion:
Pielstick and MAN 2-stroke engines have ahead and
cams On the S a m shafi. To change from one set of cams
to the
the camshaft is moved axially and so no lost motion is
2. The dwell period is not normally necessary from the fuel

injection aspect alone, i.e. about 30 lost motion would be
adequate and is provided as Such on British Polar and older sulzer
3.
in which the fuel plunger is held before return is often
rovided
p
to give a delay interval. For example with older B & W.
engines about 80' dwell gives a rotation (total) of the camshaft of
new position before starting and merely allow the camshaft to

onv with the crankshaft rotation when lost motion is
FIG 97
LOST MOTION CLUTCH (EARLY SULZER)
PRACTICAL SYSTEMS
Having
the basic principles of starting and reversing the

actions an now Combinedto give a selection of systems as used on
the various engine types.
Starting Air System (B & w.)

Consider first the air off position. Air from the storage bottle
passes to the automatic valve which however mmains shut as aL
passes through the pilot valve (1) t0 the top of the automatic valve
piston.
cylinder valves
and distributor valves are venting to
amosphere via the
valve. If now the lever is moved to
the position shown in Fig. 98. then the air pressure on top of the
automatic
is vented though the pilot valve (1) by the lidage
shown, This causes the automatic valve to open as the up force on
FIG 98
STARTING AIR SYSTEM (B & W)
the larger piston is greater than the down force on the smaller valve
with the spring force. The lower vent connection is closed and air
flows to all cylinder and distributor valves.
The cylinder valves are of the air piston relay type described
earlier and in spite of main air pressure on them will be closed
except for one valve (or possibly two). This distributor has the
piston pilot valves mounted around the circumference of a negative
o n l y one distributor pilot valve can be pushed into the
negative cam slot, i.e. No. 6. and hence air flows through the No.
6. distributor pilot valve only to the upper part of the piston for the
NO. 6. cylinder air starting valve, which will open. All other
starting valves are shut and venting to atmosphere. The position
shown for illustration is air on to No. 6. cylinder of a 6-cylinder
engine running ahead. When the lever is moved forward on to fuel
the whole system is again vented to atmosphere through the
valve.
For astern running the reversing lever is moved over which
allows air to pass, via a switch cock, to push the light distributor
shaft along by means of an air piston (alternatives are scroll, direct
linkage, etc.), so putting the astern distributor cam into line with
the distributor pilot valves. Distributor pilot valves are kept Out by
springs during this operation. The air-fuel lever is then operated as
previously described for the engine to run astern. Air start timing
for a 2-stroke engine, upon which the above system is typical, is 5"
before firing dead centre to 108" after firing dead centre (122" after
for astern). B & W. engines also employ a revolving plug type of
distributor on some engine designs. Again some types of these
engines utilise an air brake on the main camshaft so that air pistons
pressure against the pilot valve (2), operated from the reversing
lever, while the lost motion is being travelled by the engine. The
main camshaft is therefore kept stationary and just before the lost
motion is complete the air pressure is released to atmosphere so
releasing the brake.
Starting Air System (Sulzer RND).
Refer to Fig. 99.
Air from the starting receiver at 30 bar maximum flows to the
pre-starting valve (via the open turning gear blocking valve
shown), and directly to the automatic valve. At the automatic valve
FIG 99
STARTING AIR SYSTEM (SULZER RND)
ng lever is mechanically blocked by the linkage shown Fig.

The telegraph linkage to the reversing valve moves this valve
astern. This allows pressure oil to flow from the right through the
air passes through the small drilled passage to the back of the
piston and this together with the spring keeps this valve shut as the
If the air starting lever is operated with control interlocks free,

the opening of the pre-starting valve allows air to lift the pilot
valve, vent the bottom of the automatic valve and cause it to open
as shown. This allows air to pass to the cylinder valve via nonreturn and relief valves and also to the distributor. The distributor
will allow air to pass to the appropriate cylinder valve causing it to
open due to air pressure on the piston top. In this design when the
piston top of the cylinder valve is connected to the atmosphere for
venting, the bottom of the valve is connected to air pressure, this
ensures a rapid closing action. The dismbutor of this engine is very
similar in principle to that shown for the B & W. engine previously
except that a positive cam is used by Sulzer.
A mechanical interlock is provided as a blocking device from
the telegraph as shown. There is also a connection to the reversing
reversing valve, as shown on the sketch, to the left of the lost

motion clutch to re-position them for astern.
When the servo has almost reached the end of its travel,
pressure oil admitted to the block valve (air) releases the lock on
the air start lever. (The mechanical lock on the air lever with the
FIG 100
HYDRAULIC CONTROL SYSTEM (SULZER RD)
~nterlack
gdnciple wor&ng on the relay valve A. from the pressure trips and
is as described previously.
similarly the block valve (air) operates mechanically via the
lock on air stan lever and horizontal o ~ r a t i n glever which
the oil pressure acting though the Servo On
dscs m unlock
black
(air) after the dutch nversds have taken place.
low
lmssure ~ p ans -1~ spring loaded pistons moving against
oil or water pressure to relieve control oil Pressure just like
conventional relief valves.) It is perhaps a ~ ~ r o p r i ahere
te
describe one trip in detail and the direction Safety lock
now be
-----______
relieved ofpnssure via block valve (ak)and relay valve A.
of the air starting lever can now be c h e d out as
both locks have been cleared and subject to no trip action and
correspondence between rotation direction and
telegaph reply lever indication fuel can be admitted following the
sequence of air stming as described previously, and illuswted
in
99. It is obvious that this system has a large amount of autoand is easily adjusted for bridge control.
Control Gear Interlocks

There are many types of safety interlocks on modem IC engine
manOeuMingsystems. The previous few pages have picked out a
number relating to the Sulzer RND engine and these will be
adequate to cover most engine type designs as principles an all
FIG 101
SAFETY LOCK FOR CORRECT ROTATION
(SULZER RND)
174
considered briefly. The function is to withhold fuel supply during

manoeuvring if the running direction of the engine is not
coincident with the setting of the engine telegraph lever. Refer now
to Fig. 101.
At the camshaft forward end the shaft is coupled to the cam
shaft and carries round with it, due to the key, a flanged bush and
spring plates which cause an adjustable friction pressure axially
due to the springs and nut. This pressure acts on the coupling disc
which rotates through an angular travel T until the stop pin
prevents further rotation. This causes angular rotation of a fork
lever and the re-positioning of a control valve plug in a new
position within the sleeve. Oil pressure from the reversing valve
can only pass to the block valve (air) and unlock the air start lever
and the fuel control if the rotation of the direction interlock is
correct. If the stop pin were to break the fork lever would swing to
position M and the fuel supply would be blocked.
Modern Reversing Systems

In the previous sections reversal was carried out by utilising lost
motion or by moving the camshaft axially to utilise a different set
of cams. It can be seen that these methods involve added
complication in the running gear and control systems of engines. In
order to eliminate undue complications and improve engine
response B & W. have designed a much simpler reversing system,
eliminating the need to change the relative positions of exhaust
cam and crankshaft.
In the latest L-MC designs, although the exhaust valve opening
is not symmetrical about bottom centre (see Fig 13 d), the engine is
able to operate in both directions without the necessity of changing
exhaust valve position. However, astern operation is somewhat
impaired because late closing of the exhaust valve allows a loss of
combustion air to exhaust.
In order to change the fuel pump timing for astern running B &
W. utilise a movable fuel pump guide roller. Fig. 102(a). shows the
guide roller in the ahead position. To change to the astern position
a pneumatic cylinder, controlled from the engine starting and
reversing system, moves the guide roller to the position shown in
Fig. 102(b). This has the effect of correctly positioning the fuel
pump for astern running.
FIG 102
I(EYE~SWGMECHANISM OF MODERN B&W
ENGINES
CHAPTER 6
CONTROL
ater importance. Automatic Control in a simple sense has always
OVERNING OF MARINE DIESEL ENGINES

clear distinction is necessary between the function of a governor
be the only line of defence. While governors control the engine

speed between close limits, separate independent overspeed
protection is necessary to shut down the engine in the event of the
instantaneous shedding of load or governor malfunction.
In the past diesels driving electrical generators invariably
utilised plain flyweight governors of the Hartnell type (Fig. 103.) a
change in speed resulted in variation of the position of the
flyweights and alteration of fuel supply. Larger, slow running direct
drive diesel engines were not generally fitted with such a governor
but they invariably were fitted with an overspeed trip, usually of the
Aspinal inertia type. This trip was arranged to allow full energy
supply under normal operating conditions but in the event of
revolutions rising about 5% above normal the energy was totally
shut off until revolutions dropped to normal again. At about 15%
above normal revolutions the trip would stay locked, with energy
shut off, and this would continue until re-set by hand.
A plain flyweight governor, which has to perform two separate
functions (1) to act as a speed measuring device, (2) to supply the
necessary power to move the fuel controlled system. Fig. 104.
shows in block diagram form the arrangement. A closed loop
178
REED'S MOTOR E N G m R I N G KNOUT
FW.~
179
CONTROL
*C
brY**A!:-
Btrolsystem is one in which the control action is dependent on
FIG 103
MECHANICAL GOVERNOR
..
" mw
US:
output. The measured value of the output, in this case the

d e speed, is fed back to the controller which compares this
d
from
r~ve
myrne
:1
IUI
connected to fuel rack

f u e l Increase
FIG 104
CLOSED LOOP CONTROL
fuel
~njectlon
equlpmcnt
b-9-
deviation r a m s
movcmmt ot fuel
rack
wtput
1 fcrd back o f
lmeasured value
with the desired value of speed. If there is any deviation

:values, measured and desired, the controller produces
output which is a function of the deviation. In this case the
naoller output would be proportional to the deviation, i.e.
rportional control.
b control terminology deviation is sometimes called error, since
is the difference between measured and desired values, and
!ired value is sometimes called set value. Proportional control
yen from offset. In the example, if a speed change occurs the
weights take up a new equilibrium position and the fuel supply
U be altered to suit the new conditions. However, the diesel is
w running at a slightly different speed to before. If the original
xd was the desired value then the new speed is offset from the
value.
In governor parlance the term speed droop, or just droop, is used
fine the change in speed between no load and full load
tions. If speed droop did not exist then there would be one
UInJ
YULIILIU..
"I
&&XU 6V.UI.IUI
I1J
WU16111LI
L I I L U kllli.
111
any fuel supply rate. In this case the diesel would hunt.
This is an isochronous condition, an engine fitted with an
chronous governor will hunt. However, the term isochronous
r taken a new meaning as we will find later.
FIG 105
SPEED DROOP
I
flyweight
governor
drslred vatu.
no load
full load
180
181
CONTROL
w-
~-I.o-.
~n;~~.fi"
r?"
on*:
uP
1\;3
+-ir..:
Forces involved in the flyweight governor movement are,

inertia, friction and spring. Considerable effort may therefore be
required to cause movement, this would necessitate a change in
speed without any alteration in governor position. This is bad
control, the system is insensitive and various equilibrium speeds
are possible. For simple systems these various equilibrium Speeds
are not an embarrassment, but if we require a better controlled
system the two functions that the flyweight governor has to
perform would be separated into (1) a speed measuring device and
(2) a servo-power amplifier.
Fig. 106. shows the basic arrangement in block form. A load
increase would cause a momentary speed droop. The Speed
measuring device would obtain a measured value signal from the
diesel and compare this with a desired value from the speed setting
control. The deviation would be converted into an output that
would bring into action the servo-power amplifier which would
position the fuel rack, increasing the supply of fuel to meet the
increase in load.
Since the speed measuring device does not have to position the
fuel rack - in fact it could be near zero loaded - it can be very
responsive, minimising the time delay between load alteration and
fuel alteration in the closed loop. The servo-power amplifier is
usually a hydraulic device that simply, quickly and Ieffectively
provides the necessary muscle to move the fuel rack.
A proportional action governor is diagrammatically shown in
Fig. 107. The centrifugal speed measuring unit is fitted with a
conically shaped spring, unlike that shown in Fig. 103., this gives a
spring rate which varies as the square of the speed. Fig. 108. This
gives linearity to the speed measuring system, i.e. the response is
directly proportional to the change in speed. If we consider an
increase in load on the engine, the pilot valve will move down due
to the speed drop. The piston in the servo-amplifier will move up
and increase the fuel supply to the engine. The feedback link
reduces the force in the speeder spring so that the flyweights can
move outwards to a new position, thus raising the pilot valve and
closing off the oil supply. If for some reason the oil supply system
should fail then the spring loaded piston in the servo-cylinder
would be moved down and fuel to the engine cut off. This is called
fail safe. Any oil that leaks past the servo-piston will be drained off
FIG 106
BASIC ARRANGEMENT
4'
ki
GOVERNOR
ENGINE
measuring
diesel
)8
FIG 107
PROPORTIONAL ACTION GOVERNOR
feed back link
servo-power
amplifier
dra~
n
lo fuel rack
F I G 108
GOVERNOR (SPEED)
O ~ ~ ~ N
W IO
T HRPROPORTIONAL AND RESET
ACTION
to the oil sump tank. If this were not so the servo-piston would
eventually lock in position.
Flywheels and Their Effect
Flywheel dimensions are dictated by allowable speed variation due
to non-uniform torque caused by individual cylinders firing. This
of Course is outside the control of the governor. If the speed has to
remain nearly Constant during changes of load it may be decided to
fit a large flywheel, which increases the moment of inertia of the
system and gives an integral effect - this must not be taken to
extremes or instability may occur. Flywheels, however, are not
cheap and a less expensive solution to the problem may be to fit a
better governor.
Integral effect or as it is often called "reset action" reduces
offset to zero, i.e. during load alteration the speed will go from the
desired value but the reset action worked to return the speed to the
&sired value, so that after the load change the speed is the same as
Governor With Proportional and Reset Action
Fig. 109. shows diagrammatically the type of governor that will,
after an alteration in engine load, return the speed of the engine
back to the value it was operating at before the alteration. If an
increase in engine load is considered, the flyweights will move
radially inwards and the pilot valve will open to admit oil to the
s e r v o - ~ i s t o n The
.
servo-piston will move up the cylinder
compress~gthe spring and at the same time it will Cause (1) the
fuel rack to be repositioned to imxease fuel supply to the engine*
(2) rotate the feedback link "A-By' anti-clockwise about the pivot
(This point "A" would initially be locked due to equal
point
pmssures on either side of the reset piston), (3) rotate link "C-D"
will move the reset piston control valve down and some oil will
drain from the reset piston cylinder. As the reset piston moves
down to a new equilibrium position the feedback link "A-B' will
pivot about "B" and the link "C-D" will be rotated clockwise,
closing the hain from the reset piston cylinder (and thus locking
the reset piston in a new position), returning the point "D" to its
original position. This means that the engine is now running at its
original speed but with increased fuel Supply. Speed droop that
tmk place during the change of the relative positions of the two
pistons was transient. This type of governor. that has ~ro~o*ional
and reset action, is called in governor parlance an "isochronous
REED'S MmOR ENGINEERING KNOWLEDGE
FIG 110
ELECTRIC GOVERNOR
'. d . ~voltage
.
element must be better than that of the speed sensing element. The
speed sensing element would be used to conect small errors of fuel
10
Electric Governor
fuel rack
This governor
Proportional and reset action with the addition
load sensing- A small permanent magnet alternator is used to
obtain the speed signal, the advantage to be gained is that there
be
rings or brushes with their attendant wear. ~h~
'peed
obtained from the frequency of the generated a.c.
impulses i s converted into d.c. voltage which is
proportional to the speed. A reference d.c. voltage of opposite
p0lsrity- which is repnsentative of the desired operating speed, is
fed into the controller from the speed setting unit. l-hese two
connected to the input of an elechc amplifier. If he
two voltages are equal and opposite, they cancel and there will be
change in
voltage ourput. If they are diffmnt, hen
the
will send a signal through the controller to the
elecm-h~draulicconverter which will in turn, via the servo-motor,
repositi0n the fuel rack. order that the system be isochronous the
con@ollerhas internal feedback.
other advantages:
1. Electronic governors generally have faster response
2. Electronic governors can be mounted in positions remote
from the engine thereby eliminating the need for governor drives.
3. Controls and indicators available from electronic governors
make automation easier.
4. Control functions, for example, fuel limitation, acceleration
and deceleration schedules and shut down f~nctionssuch as low
lubricating oil pressure can be built into the electronic governor.
Geared Diesels
diesels geared together must run at the same speed, but if the
governors of the two are not set equally then they will not carry
equal shares of the load.
In Fig. 111. is shown the governor droop Curves for two diesels
A and B. Governor A has a higher speed setting than that of B, but
since they must both run at a common speed the load carried by A
will be greater than that of B. Actual load carried is given by the
intersection of the common speed line and the droop curves. BY
adjusting the speed settings both droop Curves could be made to
coincide at the intended load, although this would be difficult to
achieve in practice.
Shown in Fig. 112. are two sets of droop Curves with the same
difference in speed settings but with different amounts of speed
TWO
FIG 111
LOAD SHARING BETWEEN
and information requirements, e.g. low starting air pressure

temperature, sufficient fuel oil, fuel oil pressure and
erature, etc. The engine room console would give
rehensive coverage and ovemding control over that of the
ty
T W n FNP_rhTwe
~nFig. 113. for simplification all normal protective devices are

assumed and subsidiary control loops are not considered. The
would be in the engine room console and the operator can
FIG 113
ENGINE CONTROL PROGRAMME
I load
~ntcnded
no
englne load
droop. The difference in load sharing at the common speed is less

for the larger speed dmop curves than for the smaller. Hence speed
dmop and f i e control over the desired level of speed are necessary
for effective load sharing.
control
srlectw
control
l u b oil
FIG 112
LOAD DIFFERENCE
)I/I
load d~tl.r*nc* tor large s p e d m p
camshaft A a h c a d l a t r r n
startcng air d w f t i c i e n t
I
no load
tor m a 1 1 speed d m p
direct local
control
tuel admitted
engine load
intended load
Bridge Control of Direct Drive Diesel Engine

Two consoles would be provided, one on the bridge the other in
the engine room. For the bridge console the minimum possible
*alarms and instruments would be provided c n r n r n ~ n r l l ~ ~--r;+L
I
I
aii~yl
5 tart Ing
direction of
rolaloon
cnglne speed
correct
above torlo
select either engine room Or bridge control, with one selected the
other is inoperative. Assuming bridge control a programme would
be selected, say half ahead, Then providing all safety blockages
such as no action with turning gear in, etc. are satisfied, the
Programme can be initiated and could follow a sequence of ,-hecks
and operations such as:
1. Fuel control lever at zero.
2. Camshaft in ahead position.
3. Sufficient starting air.
4. Starting air admitted.
5. Adjustable time delay permits engine to reach firing speed.
6. Fuel admitted.
7. Starting air off, checks on direction of rotation and speed.
8. Fuel adjusted to set value.
Essential safety locks, such as low lubricating oil pressure or
cooling water Pressure override the programme and will stop the
engine at the same time as they give warning.
Direct local control at the engine itself can be used if required
on in the event of an emergency.
Further protective considerations:
1. Governor, including overspeed trip.
2. Nan operation of air lever during direction alteration.
3. Failure to fife quires alarm indication and sequence repeat
with a maximum of say four consecutive attempts before overall
4.
of control lever for fuel for a speed out of a
critical speed range if the bridge speed selection within this range.
5 Emergency full ahead to full astern timing and sening.
Outline Description
The following is a brief description of one type of electronicp neumatic bridge control for a given large single screw direct
I.C. engine to illustrate the main essentials. The 1.c.
engine lends itself to remote control more easily than turbine
Of the telegraph lever actuates a variable transformer
giving signals to the engine room electronic controller which
transmits$in the Correct sequence, a signal series to operate
"lenoid
at the engine. One set of solenoid valves controls
Staning air to the engine while a second set regulates fuel supply,
transformer giving a reset signal when fuel lever position matches
starting air lever is ineffective and the fuel control rack is held
clear of the box fuel lever. Engine override of bridge control is
sequence for, say, start to half ahead: Ensure fuel at zero, admit
starting air in correct direction, check direction, time delay to allow
engine to reach firing speed, admit fuel, time delay to cut off air,
time delay and check revolutions, adjust revolutions. Similar
functions apply for astern or movements from ahead to astern
directly. Lever travel time to full can be varied from stop to full
between adjustable time limits of in minute and 6 minutes. Fault
and alarm circuits and protection are built into the system.
PISTON COOLING AND LUBRICATING OIL

CONTROL
Simple single element control loops can be used for most of the
diesel engine auxiliary supply and cooling loops, however during
the manoeuvring of diesel engines considerable thermal changes
take place with variable time lags which the single dwnent control
may not be able to cope with effectively. (N.B. a single element
conaol system is one in which there is only one measuring d m ~ e n t
feeding information back to the controller.)
For piston cooling and lubricating oil control the use of a
cascade control system caters effectively for manoeuvring and
steady state conditions. Cascade control means that one controller
(the master) is being used to adjust automatically as required the
set value of another controller (the slave).
In Fig, 114. the two main variables to consider are sea water
inlet temperature and engine thermal load. For simplicity we can
consider each variable separately:
1. Assuming the engine thermal load is constant and the sea
water temperature varies. The slave controller senses the change in
190

\
FIG 114
COOLING AND LUB OIL CONTROL
Control room
lub. oil outlet temperature from the cooler and compares this with
its set value, it then sends a signal to the valve positioner "B" to
alter the sea water flow.
2. Assuming the sea water temperature is constant and the
engine thermal load falls. The master controller senses a fall in
piston cooling oil outlet temperature and compares this with its set
value. It then sends a signal to the valve positioner "B" so that the
salt water flow will be reduced and the lub.oi1 temperature at inlet
to the piston increased.
If the engine thermal load is low or zero then valve positioner
"A" will receive a signal from the slave controller which will cause
steam to be supplied to the lub. oil heater. This means that the
slave control is split between valve positioners "A" and "B" - this
is called "split range control" or "split level control".
Slave controller output range is 1.2 to 2.0 bar.
Valve positioner "A" works on the range 1.2 to 1.4 bar.
Valve positioner "B" works on the range 1.4 to 2.0 bar.
Hence the range is split in the ratio 1.3.
Since the piston cooling oil outlet temperature could be offset

om the desired value by upwards of 8C or more, the master
controller must give proportional and reset action. In order to limit
the variety of spares that must be carried the slave controller would
be identical to the master controller.
It may be necessaty to change over from automatic to remote
control. This is achieved by position control of the three way
solenoid operated valve and regulation of the air supply to the
valve positioner "B" at the control room unit. The solenoid
operated valve would be positioned to communicate air lines 2 and
3, closing off 1.
Hand regulation of the supply air pressure to valve positioner
"B" enables the operator to control the sea water flow to the
cooler. Position of the sea water inlet control valve is fed back to
control room unit. Lubricating oil temperatures would be indicated
on the console in the control room.
An alternative and often preferred arrangement, using a single
measuring element, is to have full flow of sea water through the
cooler and operate a three way valve (2 inlets, 1 outlet) in the
engine fresh water, or cooling circuit that by-passes the cooler.
FIG 115
JACKET (OR PISTON) TEMPERATURE
CONTROL
REED'S MO'l"OR ENGINEERING KNOWLEDGE
Valve selection for such duties is most imponant. ~~i~~~

pressuR and temperatux, maximum and minimum flow rate, vdvc
and line pressure ~ P S etc.,
,
must be carefully assessed so that
valve selection gives the best results. With c0nect analysis of
plant parameters and cueful valve selection, simple single element
cOnml systems can be employed. this would avoid the e x m car
control loops and their attendant increased
maintenance and fall in reliability.
For mixing and by-pass operations a
automatically
con@olled valve with two inlet and one outlet of the type shown
diagrammatically in Fig. 116. could be used.
An
in con@olleroutput pressure p causes the flapper to
reduce
of air from the nozzle, the pressure on the
underside of the diaphragm increases and the valve moves up.
FIG 116
3-WAY VALVE AND POS~TIONER
CONTROL
ve moves, the flapper will be moved to increase outflow of
case by feeding back the diaphragm loading Press-
to an
diaphragm and switches, the hand testing lever can be used. Setting
is achieved, for low pressure alarm, by closing the
valve and opening the drain. When the desired Pressure is reached*
as indicated on the gauge, the alarm should sound. If high pressure
alafinis required the unit can be set by closing the connection
valve and coupling a hydraulic pump to the drain connection-
FIG 117
PRESSURE ALARM
Unattended Machinery Spaces

These are designated u.m.s. in regulations and in the case of the
diesel engines they are gradually increasing in number. A
controllable pitch propeller driven by geared unidirectional
~ ~ ~ e d ioru high
m speed diesels is a relatively uncomplicated system
that lends itself to direct control from the bridge. H
~
irrespective of the type of installation, certain essential
requirements for U.m.S. particularly unmanned engine rooms at
night, must be fulfilled. They could be summarised as follows:
1. Bridge control of propulsion machinery
The bridge watchkeeper must be able to take emergency engine
control action. Control and instrumentation must be as simple as
2. Centralised Control and instruments are required in

machinery space
Engineen may be called to the machinery space in emergency
and controls must be easily reached and fully comprehensive.
3. Automatic fire detection system
Alarm and detection system must operate very rapidly.
IVumerous well sited and quick response detecton (senson) must
be fitted.
4. Fire extinguishing system
1x1 addition to conventional hand extinguishers a control fire
station remote from the machinery space is essential. The station
must give control of emergency pumps, generators, valves,
ventilators, extinguishing media, etc.
5. Alarm system
A comprehensive machinery alarm system must be provided for
control and accommodation areas.
6- Automatic bilge high level fluid alarms and pumping units
Sensing devices in bilges with alarms and hand or automatic
Pump cut-in devices must be provided.
7-Automatic start emergency generator
Such a generator is best connected to separate emergency bus
bars. The primary function is to give protection from electrical
blackout conditions.
8. b c a l hand control of essential machinery.
9.Adequate settling rank storage capacity.
lo*Regular testing and maintenance of instrumentation.
CHAPTER 7

~
~ ~ ~ ~air ~is used

~ sfors starting
e d main and auxiliarl diesels,
operating whistles or typhons, testing pipe lines (e.g. Co2 fire
extinguishingsystem) and for workshop services. The latter could
includepneumatic tools and cleaning lances, eE.
~a is composed of mainly 23% Oxygen, 77% Nitrogen mass
and since these are near perfect gases a mixture of them will behave
as a near perfect gas, following Boyle's and Charle's laws. When
its temperature and pressure will increase as its
air is
volume is reduced.
Isothermal compression of a gas is compression at constant

temperature, this would mean in practice that as the gas is
compressed heat would have to be taken from the gas at the same
rate as it is being received. This would necessitate a very slow
moving piston in a well cooled small bore cylinder.
Adiabatic compression of a gas is compression under constant
enthalpy conditions, i.e. no heat is given to or taken from the gas
through the cylinder walls and all the work done in compressing the
gas is stored within it.
In Fig 118. the two compression Curves show clearly the
adiabatically, hence it would be more
work done by
sensible to compress isothermally. In practice this presents a
problem - if the compressor were slow running with a small bore
perfectly cooled cylinder and a long stroke piston the air delivery
rate would be very low.
~ulti-stagecompression
1f we had an infinite number of stages of compression with oolers
in between each stage returning the air to ambient temperature, then
we would be able to compress over the desired range under near
197
High pressure air remaining in the cylinder after compression

and delivery will expand on the return stroke of the piston. This
expanding air must fall to a pressure below that in the suction
before a fresh air charge can be drawn in. Hence, Pan of
the return or suction stroke of the piston is non-effective. This mneffective part of the suction stroke must be kept as small as
possible in order to keep capacity to a maxinIum.
FIG 118
A COMPARISON OF COMPRESSION PROCESSES
I
f
8
L
d ayram area
re3re5enls work
Volumetric efficiency is a measure of Compressor capacity, it is

the ratio of the actual volume of air drawn in each suction stroke to
the stroke volume. Fig. 120. shows what would happen to the
compressor volumetric efficiency - and hence capacity - if the
clearance volume were increased.
clearance volume can be calculated from an indicator card by
taking any three points on the compression curve such that their
pressms are in geometric progression, i.e. PdPa = PdP3 hence Pz
,.jp,p,. (Fig. 121.). ~f V. = clearance volume as a percentage of
the readily calculable stroke volume and Vl, Va, V3 are also
percentages of the stroke volume then:
M ~ Y ~ F
isothermal conditions. This of course is impracticable so two or

three stage compression with interstage and cylinder cooling is
generally used when relatively high pressures have to be reached.
Fig. l19. shows clearly the work saved by using this method of
air
but even with efficient cylinder cooling the
curve is nearer the adiabatic than the isothermal and
the faster the delivery rate the more this will be so.
To prevent damage, cylinders have to be water or air cooled and
must be provided between piston and cylinder head. hi^
clearance must be as small as practicable.
FIG 119
3 COMPRESSION
shaded area represents
work saved dur to
rnullt-stage cornpresslor,
FIG 120
EFFECTS OF INCREASING CLEARANCE VOLUME
1st stage
-.
clearance volume
increasing
I
Lzem
clearance
volume
suctton volume
reauclng
198
FIG 121
CALCULATING CI,RAR A
-
Yll",,
111,
B V Y "rrmw
- --------- .N ~ vnr
I.IU
V Y
-h_.._-.-
!
Pl(v1
+VC)"= P2 (VZ+V,)" = p3(v3+ ve)n
i.e.
now
hence
purposes outlined at the beginning of this chapter. The latter types

are used to produce large
- volumes of air at relatively low pressure
and are used at sea as integral parts of milin engines for scavenging
and for boiler forced draught.
Reciprocating air compressors at sea are generally two or three
stage types with inter-stage cooling. Fig. 123. shows
diagrammatically a tandem type of three stage compressor, the
pressures and temperatures at the various points would be roughly
as follows:
V2 + vC
V3 + V5
(V, + V).' = (V2 + V.)'
2
VI + V,
+ Vc
Vz + Vc
Y3
Vc= Vz2 - VI V3
Vl + v3 - 2vz
i1
Since v1
I
1
It
2, Put crank on top dead centre, slacken or remove bottom half

of the bottom end bearing. Rig a clock gauge with one contact
touching some underpart of the piston or piston assembly and the
ther on the crank web. Take a gauge reading. Then by using a
,,itable lever bump the piston, i.e. raise it until it touches the
cylinder cover. Take another gauge reading, the difference between
the two readings gives the mechanical clearance.
In practice the effective volume drawn in per stroke is further
reduced since the pressure in the cylinder on the suction stroke
must fall sufficiently below the atmospheric pressure so that the
inertia and spring force of the suction valve can be overcome. Fig.
122. shows this effect on the actual indicator card and also the
excess pressure above the mean required upon delivery, to
overcome delivery valve inertia and spring force.
Air compressors are either reciprocating or rotary types, the

former are most commonly used at sea for the production of air for
&=&
PZ P3
therefore
199
FIG 122
A C T U A L PRE S SURE-VOLUME
rind V=arp
t n r ) ~ nV, can be calculated.

Correct clearance must be maintained and this is usuaIIy done
checEng the mechanical clearance and adjusting it as required
by using inserts under the palm of the connecting rod. Beanng
clearances should also be kept at recommen&d values.
Methods of ascertaining the mechanical clearance in an air
compressor:
1. Remove suction or discharge valve assembly from the unit
and place a small loose ball of lead wire on
than
- -- the
---- nictnn pd-p
VUbV,
rotate the flywheel by hand to take the piston over top dead centre.
Remove and measure the thickness of the lead wire ball.
r-"V"
;t
2I
~a&batgr cmp*wcn
L.L.,LI
'\
\\\
I-"dune
FIG 123
3 STAGE AIR COMPRESSOR
---+to
aftcrcmler
and air reservotr
t them from closing properly, which in turn can lead to
These carbon like deposits can become extremely hot on valves

oil vapour mixtures, leading to possible fires and explosions in
never be run with the air intake filter removed.
Air temperature
Second stage
Third stage
16 bar
40 bar
ent of a failure of a bursting disc a thicker one must not be used
The above figures are for a salt water temperature of about

16C. Final air temperature at exit from the after-cooler is
generally at or below atmospheric temperature.
Fitted after each cooler is a drain valve, these are essential. To
emphasise, if we consider 30 m3 of free air relative humidity 75%
temperature 20C being compressed every minute to about 10 bar,
about In litre of water would be obtained each minute.
Drains and valves to air storage unit must be open upon starting
up the compressor in order to. get -rid.of .accumulated moisture.
.r..
..
ain factors govern the choice of lubricant for the cylinders of

air compressor, these are:
Operating temperature, cylinder pressures and air condition.
cts oil viscosity and deposit formation. If the temperature is

this results in low oil viscosity, very easy oil distribution, low
strength, poor sealing and increased wear. If the temperature
NCILLARY SUPPLY SYSTEMS
Cylinder Pressures
If these are high the oil requires to have a high film strength to
ensure the maintenance of an adequate oil film between the piston
rings and the cylinder walls.
FIG 124
2 STAGE AIR COMPRESSOR
202
to r f t e r c o d ~and
a11 reservar
Air Condition
Air contains moisture that can condense out. Straight mineral oils
would be washed off surfaces by the moisture and this could lead
to excessive wear and possible rusting. T o prevent this a
compounded oil with a rust inhibitor additive would be used.
Compounding agents may be from 5 to 25% of non-mineral oil,
which is added to a mineral oil blend. Fatty oils are commonly
added to lubricating oil that must lubricate in the presence of
water, they form an emulsion which adheres to the surface to be
lubricated.
Two Stage Air Compressor
Most modem diesel engines use starting air at a pressure of about
26 bar and to achieve this a two stage type of compressor would be
adequate. These compressors are generally of the reciprocating
type, with various possible arrangements of the cylinders, or they
could be a combination of a rotary first stage followed by a
reciprocating high pressure stage. This latter arrangement leads to
a compact, high delivery rate compressor.
Fig. 124. shows a typical two-stage reciprocating type of air
compressor, the pressures and temperatures at the various points
would be approximately as follows:
First stage
Second stage
Delively
pressure
4 bar
26 bar
Air temperature
Before the coolers After the coolers
130C
35C
130C
35C
Compressor Valves
Simple suction and discharge valves are shown in Fig. 125. These
would be suitable diagrams for reproduction in an examination.
Modem valves are somewhat more streamlined and lighter in order
to reduce friction losses and valve inertia. Materials used in the
construction are generally:
203
stage
\st. sta
outlet
Valve Seat
0.4% carbon steel hardened and polished working surfaces.
Valve
Nickel steel, chrome vanadium steel or stainless steel, hardened
and ground, then finally polished to a mirror finish.
Spring
Hardened steel. (N.B. all hardened steel would be tempered).
Valve leakages do occur in practice and this leads to loss of
efficiency and increase in running time.
Effects of Leaking Valves

1. First stage Suction
Reduced air delivery, increased running time and reduced
pressure in the suction to the second stage. If the suction valve
leaks badly it may completely unload the compressor.
2. First Stage Delivery
With high pressure air leaking back into the cylinder less air can
be drawn in, this means reduced delivery and increased discharge
temperature.
relatively large compared to the compressor unit requirements

that the number of starts per unit time is not too great. It must be
remembered that the starting current for an electric motor is about
double the normal running current.
Constant Running Control

This method of control is the one most often used. The compressor
runs continuously at a constant speed and when the desired air
pressure is reached the air compressor is unloaded in some way so
that no air is delivered and practically no work is done in the
compressor cylinders.
The methods used for compressor unloading vary, but that most
commonly used is on the suction side of the compressor. If the
compressor receives no air then it cannot deliver any. Or if the air
taken in at the suction is returned to the suction no air will be
delivered. In either case virtually no work would be done in the
compressor cylinder or cylinders and this would provide an
economy compared to discharging high pressure air to the
atmosphere through a relief valve.
Fig. 127. shows diagrammatically a compressor unloading valve
fitted to the compressor suction. When the discharge air pressure
reaches a desired value it will act on the piston causing the spring
loaded valve to close shutting off the supply of air to the
compressor.
An alternative method of unloading the compressor, while
continuing to run it, is to hold the suction valve open. During
periods of unload the suction valve plates are held open by pins
operated by a relay valve and piston, not unlike that shown in Fig.
127. When the pressure in the air reservoir falls to a preset level,
the unloading piston is vented and springs withdraw the pins
holding allowing the suction valve to operate normally. Fig. 125.
Automatic Drain
Fig. 128. shows an automatic air drain trap which functions in a
near similar way to a steam trap.
With water under pressure at the inlet the disc will lift, allowing
the water to flow radially across the disc from A to the outlet B.
When the water is discharged and air now flows radially outwards
from A across the disc, the air expands increasing in velocity
ramming air into C and the space above the disc, causing the disc
FIG 127
C ~ ~ p ~ E S SUNLOADING
O R
V ALVE
air inlet from
screw
area On
which be pressures are acting, the disc is held f d y closed- It
so unless the p r e s s u n in the Space above the disc
order that this pressure can fall, and the wP re-open9 a
gmove is cut across the face of the disc comunicating and
he space above the disc in this way, and the
FIG 128
A I R DRAIN TRAP
water outlet
208
through which the air slowly leaks to outlet.

Obviously this gives an operational frequency to the opening
and closing of the disc which is a function of various factors, e.g.
size of groove, disc thickness, volume of space above the disc, etc.
It is therefore essential that the correct trap be fitted to the drainage
system to ensure efficient and effective operation.
FIG 129
AIR RESERVOIR
>
..
..
._
ar rangemont
seam
'"I
AIR VESSELS
Material used in the construction must be of good quality low
carbon steel similar to that used for boilers, e.g. 0.2% Carbon
(max.), 0.35% silicon (max.), 0.1% Manganese, 0.05% sulphur
(rnax.), 0.05% Phosphorus (rnax.), u.t.s. 460 M N M .
Welded construction has superseded the rivetted types and
welding must be done to class 1 o r class 2 depending upon
operating pressure. If above 35 bar approximately then class 1
welding regulations apply.
Some of the main points relating to class 1 welding are that the
welding must be radiographed, annealing must be carried out at a
temperature of about 600C and a test piece must be provided for
bend, impact and tensile tests together with micrographic and
macrographic examination.
Mountings generally provided are shown in Fig. 129. If it is
possible for the receiver to be isolated from the safety valve then it
must have a fusible plug fitted, melting point approximately
150C, and if carbon dioxide is used for fire fighting it is
recommended that the discharge from the fusible plug be led to the
deck. Stop valves on the receiver generally permit slow opening to
avoid rapid pressure increases in the piping system, and piping for
starting air has to be protected against the possible effects of
explosion.
Drains for the removal of accumulated oil and water are fitted to
the compressor, filters, separators, receivers and lower parts of
pipe-lines.
Before commencing to fill the air vessel after overhaul or
examination, ensure:
1. Nothing has been left inside the air vessel, e.g. cotton waste
that could foul up drains or other outlets.
2. Check pressure gauge against a master gauge.
3. All doors are correctly centred on their joints.
209
, ,
aor
10
whtstlto gauqt
,,
xzix
a!r ~nlrtfmm
wmprcrsor
I
I
dran wave
Run the compressor with all drains i & n to clear the lines of any
oil or water, and when filling open drains at regular intervals,
observe pressure.
After filling close the air inlet to the bottle, check for leaks and
follow up on the door joints.
When emptying the receiver prior to overhaul, etc., ensure that
it is isolated from any other interconnected receiver which must, of
course, be in a fully charged state.
Cleaning the air receiver internally must be done with caution.
any cleaner which gives off toxic, inflammable or noxious fumes
should be avoided. A brush down and a coating on the internal
surfaces of some protective, harmless to personnel, such as a
graphite suspension in water could be used.
COOLING SYSTEMS
These can conveniently be grouped into sections.
1. Cylinder Cooling
Or jacket cooling: normally fresh or distilled water. This may
incorporate cooling of the turbine or turbines in a turbocharged
engine and exhaust valve cooling.
2. Fuel Valve Cooling
This would be a separate system using fresh water or a fine mineral
oil.
210
F I G 130
J A C K E T COOLING SYSTEM
maln englne
a COmmon storage tank with the jacket cooling system would

generally be used.
4. Charge Air Cooling
This is normally sea water.
Load-Controlled Cylinder Cooling
In an effort to reduce the danger of local liner corrosion over the
whole engine load some manufacturers are employing cooling
systems that are load dependant. In such a system, shown in Fig.
131., the cooling flow is split into a primary circuit, bypassing the
liner, for cylinder head cooling. In the secondary circuit uncooled

water from engine outlet is directed to cool the liner. To avoid
vapour formation as a result of maintaining higher cooling
temperatures the system is pressurised to 4 to 6 bar.
The advantages claimed for such a system include:
1. Possible savings in cylinder lubrication oil feed rate.
2. Omission of cylinder bore insulation.
3. Reduced cylinder liner corrosion.
Comparison Of Coolants
1. Fresh Water
Inexpensive, high specific heat, low viscosity. Contains salts
which can deposit, obstruct flow and cause corrosion. Requires
treatment. Leakages could contaminate lubricating oil system
leading to loss of lubrication, possible overheating of bearings and
bearing corrosion. Requires a separate pumping system.
It is important that water should not be changed very often as
this can lead to increased deposits. Leakages from the system must
be kept to an absolute minimum, so a regular check on the
replenishing-expansion tank contents level is necessary.
If the engine has to stand inoperative for a long period and there
is a danger of frost, (a) drain the coolant out of the system, (b) heat
up the engine room, or (c) circulate system with heating on.
It may become necessary to remove scale from the cooling
spaces, the following method could be used. Circulate, with a
pump, a dilute hydrochloric acid solution. A hose should be
attached to the cooling water outlet pipe to remove gases. Gas
emission can be checked by immersing the open end of the hose
occasionally into a bucket of water. Keep compartment well
ventilated as the gases given off can be dangerous. Acid solution
strength in the system can be tested from time to time by putting
some on to a piece of lime. When the acid solution still has some
strength and no more gas is being given off then the system is scale
free. The system should now be drained and flushed out with fresh
water, then neutralised with a soda solution and pressure tested to
see that the seals do not leak.
FIG 131
LOAD CONTROLLED CYLINDER COOLING
2. Distilled Water
More expensive than fresh water, high specific heat, low
viscosity. If produced from evaporated salt water it would be
No scale forming salts. Requires separate pumping system.
Leakages could contaminate the lubricating oil system, causing
loss of lubrication and possible overheating and failure of bearings,
Additives For Cooling Water

Those generally used are either anti-corrosion oils or inorganic
TURBO CHARGER
PRIMARY CIRCUIT
If pistons are water cooled an anti-corrosion oil is recommended

as it lubricates parts which have sliding contact. The oil forms an
emulsion and part of the oil builds up a thin unbroken film on
metal surfaces, this prevents corrosion but is not thick enough to
impair heat transfer.
Inorganic inhibitors form protective layers on metal surfaces
guarding them against corrosion.
It is important that the additives used are not harmful if they
find their way into drinking water - this is possible if the jacket
cooling water is used as a heating medium in a fresh water
generator. Emulsion oils and sodium nitrite are both approved
additives, but the latter cannot be used if any pipes are galvanised
or if any soldered joints exist. Chromates cannot be used if the
cooling water is used in a fresh water generator and it is a chemical
that must be handled with care.
3. Lubricating Oil
Expensive. Generally no separate pumping system required
since the same oil is normally used for lubrication and cooling.
Leakages from cooling system to lubrication system are relatively
unimportant providing they are not too large, otherwise one piston
may be partly deprived of coolant with subsequent overheating
Due to reciprocating action of pistons some relative motion
between parts in contact in the coolant supply and return system
must occur, oil will lubricate these parts more effectively than
water. No chemical treatment required. Lower specific heat than
water, hence a greater quantity of oil must be circulated per unit
time to give the same cooling effect.
If lubricating oil encounters high temperature it can burn
216
CHAPTER 8
fie term medium speed refers to diesels that operate within the
vproximate speed range 300 to 800 revolutions per minute. High
p d is usually 1000 revlmin and above.
Tne development in the medium speed engine has been such that
s now a serious competitor for applications which were once
ly the domain of slow-speed 2-stroke engines. If the advantages
andsalient features of the medium speed diesel are examined the
reader will appreciate why this swing, for certain vessels tonnages,
taking place. They are as follows:
1. Compact and space saving. Vessel can nave reduced height
d broader bean: - useful in some ports where shallow draught is
importance. The considerable reduction in engine height
ompared to direct drive engines and the reduced weight of
components means that lifting tackle, such as the engine room
crane, is reduced in size as it will have lighter loads to lift through
smaller distances. More cargo space is made available and because
of the higher power weight ratio of the engine a greater weight of
cargo can be carried.
2. Through using a reduction gear a useful marriage between
ideal engine speed and ideal propeller speed can be achieved. For
optimum propeller speed hull form and rudder have to be
considered, the result is usually a slow turning propeller (for large
vessels this can be as low as 50 to 60 revlmin). Gearing enables the
Naval Architect to design the best possible propeller for the vessels
without having to consider any dictates of the engine.
Engine designers can ignore completely propeller speed and
conce.ltrate solely upon producing an engine that will give the best
possible power weight ratio.
3. Modem tendency is to utilise uni-directional medium speed
geared diesels coupled to either a reverse reduction gear,
controllable pitch propeller or electric generator. The first two of
these methods are the ones primarily used and the advantages to be
218
I,
11
1
I)
gained are considerable, they are:

(a) Less starting torque required, clutch disengaged or
controllable pitch propeller in neutral.
(b) Reduced number of engine starts, hence starting air capacity
can be greatly reduced and compressor running time minimised.
Classification society requirements are six consecutive starts
without air replenishment for non-reversible engines and twelve
for reversible engines. Cylinder liner wear rate occurs upon
starting.
(c) Engines can be tested at full speed with the vessel alongside
a quay without having to take any special precautions.
(d) With the engine or engines running continuously, power can
be taken off via a clutch or clutch/ gear drive for the operation
of electric generators or cargo pumps, etc. Hence the engine has
become a multi-purpose 'power pack.'
(e) Improved manoeuvrability, vessel can be brought to rest
within a shorter distance by intelligent use of the engines and
c.p. propeller.
(f) Staff load during 'stand-by' periods is reduced, system lends
itself ideally to simple bridge control.
4 With two engines coupled via gearing one may be disengaged,
whilst the other supplies the motive power, and overhauled. This
reduces off hire time and voyage is continued at slightly reduced
speed with a fuel saving.
5. Spare parts are easier to store and manhandle, unit overhaul
time will be greatly reduced.
ENGINE COUPLINGS, CLUTCHES AND GEARING

Various arrangements of geared coupled engines are possible, the
basic arrangement depends upon the services the engine has to
supply, e.g. a high electrical load in port may have to be catered
for with the alternator being driven at a higher speed than the
engine. Hence a step up gear box would be required along with
some form of clutch. Large capacity cargo pumps operating at high
speed would require a similar arrangement. Fig. 133. shows
different types of arrangements with different types of clutches or
couplings being used.
219
MEDIUh4 SPEU) DIESELS
FIG 133
ENGINE ARRANGEMENTS
cargo
pump
11esiMe coupling
single
gearing
clast~c clutch
coupl~ng
e
step up year
3,
tnglnt
srngle
~y~tetn
reduclion
thrust
Fluid Couplings
These are completely self-contained, apart from a cooling water
supply, they require no external auxiliary pump or oil feed tank. A
scoop tube when lowered picks up oil from the rotating casing
reservoir and supplies it to the vanes for coupling and power
transmission, withdrawal of the scoop tube from the oil stops the
flow of oil to the vane which then drains to the reservoir. During
power transmission a flow of oil takes place continuously through
the cooler and clutch.
Fluid clutches operate smoothly and effectively. They use a fine
mineral lubricating oil and have no contact and hence no wear
between driving and driven members. Torsional vibrations are
dampened out to some extent by the clutch and transmitted speeds
can be considerably less than engine speed if required by suitable
adjustment of the scoop tube. It is possible to have a dual entry
When dealing with large powers the friction clutches used in the
system can become excessively large, great heat generation during
engagement may require a cooling system, the whole becomes
more expensive and it may be cheaper to use direct reversing
engines - however it would for reasons previously outlined be
*rudent to use a c.p. propeller.
Two systems of reverse reduction gear are shown in Figs. 135.
and 136. In Fig. 135. the engine drives a steel drum which has two
inflatable synthetic rubber tubes bonded to its inner surface. These
tubes have friction material, like brake lining, on their inner
surface. Air is supplied through the centrally arranged tube, or the
annulus formed by the tube and shaft hole to one or the other of the
inflatable tubes. Two flanged wheels are connected via hollow
shafts and gears to the main gear wheel and shaft.
For operation ahead, air would be supplied to inflatable tube A.
which would then by friction on flanged wheel B. bring gears 1
and 2 up to speed, gears 3, 4 and 5 together with flanged wheel D
(A. evacuated) and by friction on flanged wheel D. gears 3, 4, 5
FIG 135
FRICTION CLUTCH
have to be moved, etc.
Reverse Reduction Gear

TT~esegear systems are mainly restricted, at present, to powers of
UP to about 4830kW for twin engined single screw installations.
Their obvious advantages are:
1. Uni-directional engine.
2. NO c.p. propeller required.
3. AbilitY to engage or disengage either engine of a twin engine
installation from the bridge by a relatively simple remote control.
4. Improved manoeuvrability, etc.
222
FIG 136
REVERSIBLE REDUCTION GEAR
c ~ ~ t c h edlsey?&d
s
MEDIlTM SPEED DIESELS
multi-tooth type to be found in turbine installations or employ

diaphragms or rubber blocks. Those types that use rubber or
synthetic rubber, such as Nimle, give electrical insulation between
driving and driven members, but all types will minirnise vibration
and reduce noise level.
Fig. 137. shows a combination of flexible couplings and
pneumatically operated friction clutch, the arrangement gives a
smooth transition of speed and torque during engagement, it could
be typical of an arrangement for the take off for electrical Power or
cargo pumps, etc. The rubber blocks would be synthetic if oil is
likely to be present as natural rubber is attacked by oil.
The Geislinger Coupling

The main function of a Geislinger coupling is to assist in the
damping out of torsional vibrations. This is accomplished by
connecting the engine crankshaft to the load via flexible steel leaf
springs arranged radially in the coupling, which is also filled with
oil. AS torsional fluctuations occur they are absorbed by the leaf
springs which deflect and displace oil to adjacent chambers,
slowing down the relative movement between the inner and outer
FIG 137
FLEXIBLE CLUTCH COUPLING
~nflalabletub
and
be brought UP to speed, gear 1 and drum B. would be
idling- For single =duction, gears 3 and 4 would be the same size
and so would be gears 1 and 5.
An alternative system, either single or double reduction but
probably the latter, is shown in Fig. 136. Friction clutches A. and
are pneumatically controlled from some remote position. Gears
2, 3 and 4 would have to be the same s i z if the gear were to be
single reduction - but this is most unlikely.
Flexible Couplings
These are used between engine and gearbox to dampen down
fluctuations, reduce the effects of shock loading on the
gears and engine, cater for slight misalignments. They are also
used in conjunction with clutches for power take-off when
required. In
they may be similar to the well known
223
f r ~ c t ~ omatert
n
226
Low temperature corrosion due to sulphur compounds can occur

during prolonged periods of running under low load conditions.
The valve spindle and guide, which would be at a relatively low
temperature, are the principal places of attack due to the effective
cooling in this region. Ideally, valve cooling should be a function
of engine load with the valve being maintained at a uniform
temperature a t all times, this could prove complicated and
expensive to arrange for.
4. Effective lubrication of the valve spindle is necessary to
avoid risk of seizure and possible mechanical damage due to a
valve 'hanging up.' In order to minimise lubricating oil usage the
lubrication system for the valves would be similar to that used for
cylinder lubrication and since the amount of oil used would
therefore be in small quantities any contamination of the oil by
combustion products and water, etc. would be minimal, this would
also increase the life of crankcase lubricating oil.
M E D SPEED
~
DIESELS
227
FIG 139
ROTOCAP
valve
dosed
~)511n
Rotocap
This simple device when fitted to exhaust valves causes rotation of
the valve spindle during valve opening, wear of the valve seat is
reduced, seat deposits are loosened, valve operation life is
extended. Fig. 139. shows the Rotocap which operates as follows:
An increase in spring force on the valve as it opens flattens the
belleville washer so that it no longer bears on the bearing housing
(B.) at A., this removes the frictional holding force between B. and
C., the spring cover. Further increase in spring force causes the
balls to move down the ramps in the retainer imparting as they
move a torque which rotates the valve spindle. As the valve closes,
and load from the belleville washer is removed from the balls and
they return to the position shown in section D-D.
Fig. 140. shows an exhaust valve with welded stellited seat
around which cooling water flows keeping the metal temperature
at full load conditions well below 500C, minimising the risk of
attack by sodium-vanadium compounds. The valve is housed in a
"cage" which can be easily removed for maintenance without
disturbing the cylinder cover.
It has been stated in chapter 2 that modem medium speed 4stroke engines usually have 4 valve cylinder heads to maxirnise the
cross-sectional area of the ports and thus improve gas flow through
the engine. The gas flow of a typical 4 valve cylinder head is
shown in Fig. 141.
ENGINE DESIGN
The principal design parameters for a medium speed diesel engine
are:
1. High powerlweight ratio.
2. Simple, strong, compact and space saving.
3. High reliability.
4. Able to burn a wide range of fuels.
5. Easy to maintain, the fact that components are smaller and
lighter than those for slow speed diesels makes for easier handling,
but accessibility and simple t o understand arrangements are
inherent features of good design.
6. Easily capable of adaption to unmanned operation.
7. Low fuel and lubricating oil consumption.
8. High thermal efficiency.
9. Low cost and simple to install.
MEDIUM SPEED DJESELS
229
FIG 141
GAS FLOW OF TYPICAL 4 VALVE
CYLINDER HEAD
FIG 140
EXHAUST VALVE
COOLING
WATER INLET
(OUTLET
SIMILAR)
Types of Engine
Either 2- or 4-stroke cycle single acting mbocharged with 'in line9
Or 'V' cylinder configuration. The main choice is, certainly at
present for the 4-stroke engine and there are various reasons for
this.
1#
1. They are capable of operating satisfactorily on the same

heavy oils as slow speed 2-stroke engines.
2. Effective scavenging is relatively easy to achieve in slow
speed 2-stroke engines but it becomes more difficult with an
increase in mean piston speed. Modern medium speed engines arc.
generally, but not exclusively, of the 4-stroke configuration. With
large inlet and e~haustvalve overlap effective scavenging can be
accomplished. Scavenging is further improved by utilising high
not
turbocharger pressure ratios. Pressure ratios of 3.5 to 4.0
now uncommon with 4.5 to 5.0 being developed. Good scavenging
and high turbocharger pressure ratio results in engines producing
high turbocharger pressure ratio results in engines producing high
BMEP figures.
!
I
I
23 1
MEDIUh4 SPEED DIESELS
3. Higher mean piston speed. Mean piston speed is simply twice

the stroke times the revsfsecond. For medium speed diesels it
would be approximately 9 to 10 4 s and for slow running diesels 7
to 9 m/s would be about average.
In order that greater power can be developed in the cylinder the
working fluid must be passed through faster, hence the higher the
mean piston speed for a given unit the greater the power. However,
practical limitations govern the piston speed. The relation between
cylinder cross sectional area and areas of exhaust and air inlet,
method of turbocharging and inertia forces are the main
limitations.
To reduce inertia forces designers have in the past utilised
aluminium alloy for piston skirts and in some cases entire pistons.
However, as the output of medium speed engines have increased
the limitations of aluminium become apparent. Designers of high
output engines now specify cast or forged steel for piston crowns
and nodular cast iron for piston skirts. The greater mass of this
type of piston means that the higher inertia forces result and
cognisance of this must be made when designing the connecting
rod and bottom end arrangements. Inertia forces must be taken into
account for bearing loads - important in trunk piston engines (i.e.
the majority of medium and high speed diesels) where the guide
surface is the cylinder liner, the smaller the side thrust the less the
friction and wear.
4. Engine can operate effectively with the turbocharger out of
commission, this would present a considerable problem with some
2-stroke engines of the medium speed type.
5. Turbocharger size and power can be reduced.
6. It is also claimed that the fuel consumption would be reduced.
Overall dimensions of a 18 cylinder 'V' type

Length 10-25m.
Height 5.0 m.
Width 4.0 m.
Dry weight 145 Tonnes.
Specific fuel consumption 175 glkW hr
Bedplate and cylinder blocks are of heavy section cast iron, this
gives a strong compact arrangement with good properties for
damping out vibrations.
The crankshaft, of an "underslung" design, is a solid forging.
The connecting rod is also forged but is of the "marine-type"
bottom end and is two pieces.
Pistons are of a composite design with forged steel crown and a
cast iron skirt. Piston crown is bore cooled.
Liners are of good quality grey cast iron alloy and are bore
cooled in the vicinity of the combustion space.
230
Typical 'V' Type Engine

The following is a brief description of a medium speed diesel
engine currently in use:
Cylinder bore 400 mm.
Stroke 560 rnrn.
BMEP 23 bar
Maximum cylinder pressure 160 bar
4-stroke turbocharged with up to 18 cylinders developing
approximately 700 kW [MCR] per cylinder at approximately
600 revlrnin.
Future Development
The trend in the field of the medium speed engine is towards
higher power outputs per cylinder, with high reliability, when
operating on cheaper high viscosity fuels. Much development work
is being carried out by manufacturers to improve the combustion
process. This work focuses on the timing and duration of fuel
injection to achieve reliable combustion and manufacturers are
now testing engines operating with firing pressures in excess of
210 bar.
Cylinder bore 580 mrn.
Stroke600mrn
Speed 450 revfrnin
Power per cylinder 1250 kW.
Typical Lubrication and Piston Cooling System
A pump, which could be main engine driven, supplies oil to a main
feeder pipe wherein oil pressure is maintained at approximately 6
bar. Individual pipes supply oil to the main bearings from the
feeder, the oil then passes through the drilled crankshaft to the
crank pin bearing then flows up the drilled connecting rod to
lubricate the small end bush. It then flows around the cooling tubes
cast in the piston crown then back down the connecting rod to the
REED'S MOTOR ENGINEIXING KNOWLEDGE
FIG 142
V-TYPE ENGINE
FIG 143
PISTON COOLING
11 flow direciion tube
bottom end bearings

n one crank p ~ n
engine sump. Oil would also be taken from the main feeder to
lubricate camshaft gear drive, camshaft bearings, pump bearings,
Fig. 143. shows in simplified form a typical cooling system for
alloy pistons, cast in the piston is a cooling coil and a cast iron ring
carrier (marked 1 in the diagram). (2) are two chromium plated
compression rings, (3) two copper plated compression rings, (4)
two spring backed downward scraping, scraper rings of low inertia
type. They are spring backed to give effective outward radial
pressure since the gas pressure behind the ring would be very
small. The oil flow direction tube is expanded at each end into the
gudgeon pin and it is so passaged to direct oil flow and return to
their respective places without mixing.
Due to complex vibration problems that can arise in medium
speed engines of the 'V' type it would appear important to have a
very strong and compact arrangement of bedplate etc. Excessive
vibration of the structure can lead to increased cylinder liner wear
and considerable amounts of lubricating oil being consumed.
Alkaline lubricating oil of the type used in these engines is

expensive and because the engines are mainly trunk type
consumption rates can be high. Positioning, and type, of oil scraper
ring is important. With some engines they have been moved from a
position below the gudgeon pin to above since considerable end
leakage sometimes occurred from the gudgeon bearing. The rings
should scrape downwards and there may be two scraper rings fitted
each with two downward scraping edges, spring backed and of low
CHAPTER 9
FIG 144
VARIATIONS OF CONNECTING ROD DESIGN
'MARINE TYPE'CONNECTING ROD
WASTE HEAT PLANT
General Details
Reference should be made to chapter 1 for general comments
relating to heat balance. Fig. 3 details an approximate heat balance
for an IC engine showing significant losses to the exhaust and
cooling. Every attempt must be made to utilise energy in waste heat
and recovery from both exhaust and coolant is established practice.
Sufficient energy potential can be available in exhaust gas at full
engine power to generate sufficient steam, in a waste heat boiler, to
supply total electrical load and heating services for the ship. The
amount of heat actually recovered from the exhaust gases depends
upon various factors such as steam pressure, temperature,
evaporation rate required, mass flow of gas, condition of heating
surfaces, etc. Waste heat boilers can recover up to about 60% of the
loss to atmosphere in exhaust gases. Heat recovery from jacket
cooling water systems at a temperature of 70-80C is generally
restricted to supplying heat to the fresh water generator.
Combustion Equipment
Obviously most boilers and heaters have arrangements for burning
oil fuel during low engine power conditions. It is therefore
appropriate to repeat some very general remarks on combustion
with details of typical equipment in use.
Good combustion is essential for the efficient running of the
boiler as it gives the best possible heat release and the minimum
amount of deposits upon the heating surfaces. To ascertain if the
combustion is good we measure the % COZcontent (and in some
installations the % 0 2 content) and observe the appearance of the
CONNECTING RODS MAY BE ROUND OR ti SECTION
If the % CO2 content is high (or the % 0 2 content low) and the
gases are in a non smokey condition then the combustion of the
fuel is correct. With a high % C02 content the % excess air required
for combustion will be low and this results in improved boiler
efficiency since less heat is taken from the burning fuel by the
236
WASTE HEAT PLANT
REED'S MOTOR ENGDEERING KNOWLEDGE
small amount of excess air. If the excess air supply is increased

then the % CO2 content of the gases will fall.
Condition of burners, oil condition pressure and temperature,
condition of air registers, air supply pressure and temperature are
all factors which can influence combustion.
Burners
If these are dirty or the sprayer plates damaged then effective
atomisation will not be achieved. Resulting in poor combustion.
Oil
If the oil is dirty it can foul up the burners. (Filters are provided in
the oil supply lines to remove most of the dirt particles but filters
can get damaged. Ideally the mesh in the last filter should be
smaller than the holes in the burner sprayer plate.)
Water in the oil can affect combustion, it could lead to the
burners being extinguished and a dang2rous situation arising. It
e
which can result in structural defects.
could also p r o d ~ c panting
If the oil temperature is too low the oil does not readily atornise
since its viscosity will be high, this could cause flame
impingement, overheating, tube and refractory failure. If the oil
temperature is too high the burner tip becomes too hot and
excessive carbon deposits can then be formed on the tip causing
spray defects, these could again lead to flame impingement on
adjacent refractory and damage could also occur to the air swirlers.
Oil pressure is also important since it affects atomisation and
lengths of spray jets.
Air Register
Good mixing of the fuel particles with the air is essential, hence
the condition of the air registers and their swirling devices are
important, if they are damaged mechanically or by corrosion then
the air flow will be affected.
Air
The combustion air supply is governed by the combustion
controller fuelfair ratio setting. If this i s set too low then
insufficient air will be supplied resulting in incomplete combustion
and the generation of black smoke. If the fuel/air ratio is set too
It
high then too much air will be supplied for combustion resulting in
a greater percentage of free oxygen in the uptakes than is desirable,
causing the boiler efficiency to fall.
It is generally considered that the appearance of the boiler
uptake gases will give an accurate indication of the effectiveness of
combustion. While this is undoubtedly true it should be noted that
clear uptake gases can be achieved while supplying excess air,
resulting in a reduction in boiler efficiency. To achieve maximum
boiler efficiency the fuel/ air ratio setting should be reduced until
the setting for optimum combustion, commensurate with clear
uptake gases, is reached.
PACKAGE BOILERS
Although such boilers are not necessarily involved with waste heat
systems it is considered appropriate to include them at this stage.
These boilers are often fitted on motorships for auxiliary use and
the principles and practice are a good lead into general boiler
practice. Two types of design involving modern principles will
now be considered.
Sunrod Vertical Boiler

The design sketched in Fig. 145. is the Sunrod Marine Boiler. This
boiler utilises a water-cooled furnace incorporating membrane
walled construction. The membrane water wall is backed by low
temperature insulation. Fig. 146a. The water wall tubes are joined
at the lower end to a circular header and at their upper ends to the
steam chamber. Good circulation is assured by the arrangement of
a number of downcomers as shown in the diagram. The steam
chamber has a number of smoke tubes each fitted with a "Sunrod
Element". The purpose of the Sunrod element is to increase the
heating surface area of the boiler. This is accomplished by welding
pins onto the element as shown in Fig. 146b. In some Sunrod
designs the firetube i s also water-cooled. This design is
manufactured in sizes ranging from 700 kglhr to 35000 kg/hr with
pressures up to 18 bar. The boiler is usually fitted with automatic
start upfshut down and combustion control.
Due to the absence of furnace refractory lining this type of
boiler is extremely robust and easy to operate. Cleaning the boiler
238
239
WASTE HEAT PLANT
FIG 146
SUNROD BOILER DETAIL
FIG 145
SUNROD MARINE BOILER
BOILER CASING
EXHAUST GAS
LOW TEMPERATURE
INSULATION
0
CLEANING DOOR
a) MEMBRANE WALL
WATER LEVEL
I
PINS TO INCREASE
SURFACE AREA
I
t
PINS FU~IONWELDED
TO ELEMENT
WATER FLOW
,
,
SUNROD ELEMENT
COMBUSTION GAS
b) SUNROD ELEMENT
&1
r~*2
240
WASTE HEAT PLANT
is also relatively easy and is accomplished, when the boiler is shut

down, by simply removing the cleaning doors, opening the drain
and spraying with high pressure fresh water.
Pressure control of the steam is accomplished by flashing the
boiler when pressure drops below a pre-set level during periods of
high steam load and, dumping steam to the condenser when the
pressure rises due to low steam load.
sensed and a signal, transmitted to the feed controller, demands

increased feed, which in turn increases air and fuel supply.
With such a small water content explosion due to coil failure is
virtually impossible and a steam temperature limit control protects
the coil against abnormally high temperatures. In addition the
servo-fuel control protects the boiler in the event of failure of
water supply. Performance of a typical unit could be:
Steam pressure 10 bar
Evaporation 3000 kgJh
Thermal efficiency 80%
Full steam output in about 3 to 4 mins.
Note: Atomising air for the fuel may be required at a pressure of
about 5 bar.
Vapour Vertical Boiler (Coiled-Tube)

Fig. 147. shows in a simplified diagrammatic form a coiled-tube
boiler of the Stone-Vapor type. It is compact, space saving,
designed for u.m.s. operation, and is supplied ready for connecting
to the ships services.
A power supply, depicted here by a motor, is required for the
feed pump, fuel pump (if fitted), fan and controls.
Feed water is force circulated through the generation coil
wherein about 90% is evaporated. The un-evaporated water
travelling at high velocity carries sludge and scale into the
separator, which can be blown out at intervals manually or
automatically. Steam at about 99% dry is taken from the separator
for shipboard use.
The boiler is completely automatic in operation. If, for example,
the steam demand is increased, the pressure drop in the separator is
FIG 147
PACKAGE COIL TYPE BOILER
24 1
Steam to Steam Generation

In vessels which are fitted with water tube boilers a protection
system of steam to steam generation may be used instead of
desuperheaters and reducing valves, etc. (See later.)
TURBO GENERATORS
Such turbines are fairly standard 1.p. steam practice and reference,
where necessary, could be made to Volume 9. Detailed instructions
are provided on board ship for personnel unfamiliar with turbine
practice. For the purposes of this chapter the short extract
description given below should be typical and adequate.
Turbine
A single cylinder, single axial flow, multistage (say 5) impulse
turbine provided with steam through nozzles at 10 bar and 300C
preferably with superheat to limit exhaust moisture to 12%. Axial
adjustment of rotor position is usually arranged at the thmst block
and protection for overspeed, low oil pressure and low vacuum are
provided. Materials and construction for the turbine unit and single
reduction gearing are standard modem practice.
Electrical
The turbine at 100-166 rev/s drives the alternator and exciter
through a reduction of about 6:l to produce typically 450-600 kW
at 440 V, 3 ph., 60 Hz. A centrifugal shaft-driven motorised
242
governor arranged for local or switchboard operation would

operate the throttle valve via a hydraulic servo. Straight line
electrical characteristics normally incorporates a speed droop
adjustment to allow ready load sharing with auxiliary diesel
generators or an extra turbo unit.
WASTE HEAT PLANT
243
FIG 148
SILENCER AND SPARK ARRESTER
Ancillary Plant
This is normally provided as a package unit with condenser, air
ejector, auto gland seals, gland condenser, motorised and wormdriven oil pumps, etc. A feed system is provided either integral or
divorced from the turbine-gearbox-alternator unit. Exhaust can be
arranged to a combined condenser incorporating cargo exhaust.
Control utilises gas by-pass, dumping steam, etc.
SILENCERS
Normally waste heat boilers act as spark arresters and silencers at
all times. The silencer sketched in Fig. 148. would not usually be
fitted if such boilers were used but a short description of the
silencer may be useful.
Three designs have been utilised. The tank type has a reservoir
of volume about 30 times cylinder volume. Baffles are arranged to
give about four gas reversals. The diffuser type has a central
perforated discharge pipe surrounded by a number of chambers of
varying volume. The orifice type is sketched in Fig. 148. and the
construction should be clear. Energy pulsations and sound waves
are dissipated by repeated throttling and expansion.
' I '
GAS ANALYSIS
A number of factors have been stated which affect the design and
operation of the plant and some salient points will now be briefly
considered.
certain auxiliary functions together with reserve steam capacity to

meet variations in demand. Low feed inlet temperatures reduce
pressure and evaporative rate.
Optimum Pressure
This depends on the system adopted but in general the range is
from 6 bar to 11 bar. The lower pressures give a cheaper unit with
near maximum heat recovery. However higher pressures allow
more flexibility in supply with perhaps more useful steam for
Temperature
A minimum temperature differential obviously applies for heat
transfer. Temperature difference, fouling, gas velocity, gas
dismbution, metal surface resistance, etc., are all important factors.
Reduction in service engine revolutions will cause reduced gas
245
WASTE HEAT PLANT
mass and temperature increase if the power is maintained constant.

A similar effect will be apparent under operation in tropical
conditions. The effect of increased back pressure will be to r ~ s e
the gas temperatun for a given air inlet temperature. Fig. 1 4 ~ .
(a) typical heat transfer diagram, and (b) gas
temPerature/mass-power curves. A common temperature
differential is about 40C, i.e. water inlet 1 2 0 0 ~and gas exit
corrosion
The acid dew point expected is about 110C with a 3% sulphur
fuel and a high rate of conversion from SOz to SO3 is possible.
Minimum metal temperatures of 120C for mild steel are required.
FIG 149
EXHAUST GAS CONDITIONS
LOO
Exhaust System
The arrangement must offer unrestricted flow for gases so that
back pressure is not increased. Good ancess is required for
inspection and cleaning. On designs with alternate gas-oil firing
provision must be made for quick and foolproof change-over with
no possibility of closure to atmosphere and waste heat system at
the same time.
GASlWATER HEAT EXCHANGERS
Waste Heat Economisers

Such units are well proven in steamship practice and similar allwelded units are reliable and have low maintenance costs in
motorships. Gas path can be staggered or straight through with
extended surface element construction. Large flat casings usually
require good stiffening against vibration. Water wash and soot
blowing fittings may be provided.
HEAT EXCHANGE M J s~
Waste Heat Boilers

These boilers have a simple construction and fairly low cost. At
this stage a single natural circulation boiler will be considered and
these normally classify into three types, namely: simple, alternate
and composite.
Simple
These boilers are not very common as they operate on waste heat
only. Single or two-pass types are available, the latter Geing the
most efficient. Small units of this type have been fitted to auxiliary
oil engine exhaust systems, operating mainly as economisers, in
conjunction with another boiler. A gas change valve to direct flow
to the boiler or atmosphere is usually fitted as described below.
Alternate
This type is a compromise between the other two. It is arranged to
give alternate gas and oil firing with either single or double pass
246
gas flow. It is particularly important to arrange the piping system

so that oil fuel firing is prevented when exhaust gas is passing
through the boiler. A large butterfly type of change-over valve is
fitted before the boiler so as to direct exhaust gas to the boiler or to
the atmosphere. The valve is so arranged that gas flow will not be
obstructed in that as the valve is closing one outlet the other outlet
is being opened. The operating mechanism, usually a large external
square thread, should be arranged so that with the valve directed to
the boiler, fuel oil is shut off. A mechanical system using an
extension piece can be arranged to push a fork lever into the
operating handwheel of the oil fuel supply valve. When the
exhaust valve is fully operated to direct the gas to atmosphere the
fork lever then clears the oil fuel valve handwheel after changeover travel is completed. It is also very important to ensure full fan
venting and proper fuel heating-circulation procedures before
lighting the oil fuel burners.
Composite
Such boilers are arranged for simultaneous operation on waste heat
and oil fuel. The oil fuel section is usually only single pass. Early
designs utilised Scotch boilers, with, say, a three furnace boiler, it
may mean retaining the centre or the wing furnaces for oil fuel
firing. The gas unit would often have a lower tube bank in place of
the furnace, with access to the chamber from the boiler back, so
giving double pass. Alternative single pass could be arranged with
gas entry at the boiler back. Exhaust and oil fuel sections would
have separate uptakes and an inlet change-over valve was required.
In general Scotch boilers as described are nearly obsolete and
vertical boilers are used. As good representative, and more up-todate, common practice, two types of such boiler will be
considered.
Cochran Boiler
The Cochran boiler whose working pressure is normally of the
order of 8 bar is available in various types and arrangements, some
of which are:
Single pass composite, i.e. one pass for the exhaust gases and
two uptakes, one for the oil fired system and one for exhaust
system. Double pass composite, i.e. two passes for the exhaust
247
WASTE HEAT PLANT
FIG 150
DIAGRAMMATIC ARRANGEMENT OF A SINGLE
PASS COMPOSITE COCHRAN BOILER
water Iwti,
slnuflo lubes
$,- p
4 gas
inlet
.-
- -
.- -
i -
I I
.f/
gases and two uptakes, one for the oil fired system and one for the
exhaust system. (Double pass exhaust gas, no oil fired furnace and
a single uptake, is available as a simple type. Or, double pass
alternatively fired, i.e. two passes from the furnace for either
exhaust gases or oil fired system with one common uptake).
The boiler is made from good quality low carbon open hearth
mild steel plate. The furnace is pressed out of a single plate and is
therefore seamless.
Connecting the bottom of the furnace to the boiler shell plating
is a seamless 'Ogee' ring. This ring is pressed out of thicker
248
I
I
plating than the furnace, the greater thickness is necessary since

circulation in its vicinity is not as good as elsewhere in the boiler
and deposits can accumulate between it and the boiler shell plating.
Hand hole cleaning doors are provided around the circumference
of the boiler in the region of the 'Ogee' ring.
The tube plates are supported by means of tube stays and by
gusset stays, the gusset stays supporting the flat top of the tube
plating.
Tubes fitted, are usually of special design (Sinuflo), being
smoothly sinuous in order to increase heat transfer by promoting
turbulence. The wave formation of the tubes lies in a horizontal
plane when the tubes are fitted, this ensures that no troughs are
available for the collection of dirt or moisture. This wave
formation does not in any way affect cleaning or fitting of the
tubes.
WASTE HEAT PLANT
249
FIG 151
ALTERNATIVELY FIRED THIMBLE-TUBE BOILER
Thimble Tube Boiler

There are various designs of thimble tube boiler, these include: oil
fired, exhaust gas, alternatively fued and composite types.
The basic principle with which the thimble tube operates was
discovered by Thomas Clarkson. He found that a horizontally
arranged tapered thimble tube, when heated externally, could cause
rapid ebullitions of a spasmodic nature to occur to water within the
tube, with subsequent steam generation. Fig. 151 shows
diagrammatically an alternatively fired boiler of the Clarkson
thimble tube type capable of generating steam with a working
pressure of 8 bar. The cylindrical outer shell encloses a cylindrical
combustion chamber, from which, radially arranged thimble tubes
project inwards. The combustion chamber is attached to the bottom
of the shell by an 'Ogee' ring and to the top of the shell by a
cylindrical uptake. Centrally arranged in the combustion chamber
is an adjustable gas baffle tube.
EXHAUST GAS HEAT RECOVERY CIRCUITS
Many circuits are possible and a few arrangements will now be
considered. Single boiler units as discussed, whilst cheap, are not
flexible and have relatively small steam generating capacity. The
systems now considered are based on multi-boiler installations.
Natural Circulation Multi-Boiler System

It is possible to have a single exhaust gas boiler located high up in
the funnel, operating on natural circulation whereby a limited
amount of steam is available for power supply whilst the vessel is
at sea. In port or during excessive load conditions, the main boiler
or boilers are brought into operation to supply steam to the same
steam range by suitable cross connecting steam stop valves. In port
FIG 152
NATURAL CIRCULATION/WASTE HEAT PLANT
AND W.T. BOILER
WASTE HEAT PLANT
25 1
FIG 153
NATURAL CIRCULATION
s t e a m supply
waste heat untt
auxiliary boiler
------
- - - .
,.-
-1
the exhaust gas boiler is secured and all steam supplied by the oil
fired main boilers. This system is suitable for use on vessels such
as tankers where a comparatively large port steaming capacity may
be required for operation of cargo pumps, but suffers from the
disadvantage that the main boilers must either be warmed through
at regular intervals or must be warmed through prior to reaching
port. Further to this the main boilers are not immediately ready for
use in event of an emergency stop at sea unless the continuous
warming through procedure has been followed.
Forced Circulation Multi-Boiler System

In order to improve the heat transfer efficiency and to overcome
the shortcomings of the previous example a simple forced
circulation system may be employed. The exhaust gas boiler is
arranged to be a drowned heat exchanger which, due to the action
of a circulating pump, discharges its steam and water emulsion to
the steam drum of a water-tube boiler. The forced circulation pump
draws from near the bottom of the main boiler water drum and
circulates water at almost ten times the steam production rate so
giving good heat transfer. The steadwater emulsion on being
discharged into the water space of the main boiler drum separates
out exactly in the same way as if the boiler were being oil fired.
This arrangement ensures that the main boiler is always warm and
I I
11
252

I
FIG 154
1 CIRCULATION WASTE HEAT PLANT
AND MAIN BOILER
SATURATED STEAM SUPPLY
I
SUPER
EXHAUSTGAS FLOW
STEAM DUMP TO
CONDENSER
IIl~lI,11
253
capable of being immediately fired by manual operation or

supplementary pilot operated automatic fuel burning equipment.
Feed passes to the main boiler and becomes neutralised by
chemical water treatment. Surface scaling is thus largely precluded
and settled out impurities can be removed at the main boiler blowdown. If feed flow only is passed through an economiser type unit
parallel flow reduces risks of vapour locking. Unsteady feed flow
at normal gas conditions can result in water flash over to steam and
rapid metal temperature variations. Steam, hot water and cold
water conditions can cause thermal shock and water hammer.
Contra flow designs are generally more efficient from a heat
transfer viewpoint giving gas temperatures nearer steam
temperature and are certainly preferred for economisers if
circulation rate is a multiple of feed flow. The generation section is
normally parallel flow and the superheat section contra flow.
Output control could be arranged by output valves at two different
levels so varying the effective heat transfer surface utilised. In
addition a circulating pump by-pass arrangement gives an effective
control method.
GENERATOR
CONDENSATE
WASTE HEAT PLANT
Dual Pressure Forced Circulation Multi-Boiler System

This concept has been incorporated in the latest waste heat circuits
and the sketch illustrates how the general principle can be applied
in conjunction with a waste heat exchanger to supply superheated
steam. By this means every precaution has been taken to minimise
the effect of contamination of the water-tube boiler.
Steam generated in the water-tube boiler by either oil firing or
waste heat exchanger passes through a submerged tube nest in the
steamlsteam generator to give lower grade steam which is
subsequently passed to the superheater.
A water-tube boiler, stewsteam generator and feed heater may
be designed as a packaged unit with the feed heater incorporated in
the stearnfsteam generator. The high pressure high temperature
system at say 10 bar will supply a turbo generator for all electrical
services while the low pressure system at say 2112 bar would
provide all heating services. Obviously the dual system is more
costly. Numerous designs are possible including separate lp and hp
boilers, either natural or forced circulation, indirect systems with
single or double feed heating, etc.
254
FIG 155
DUAL PRESSURE SYSTEM
WASTE HEAT PLANT
255
in service. Evaporators utilising jacket cooling water as the heating

medium producing an output of 20-25 tonnes per day are common.
Flash evaporators have increasingly been fitted on large vessels
utilising multi-stage units. Also multiple effect evaporators of
conventional form are used, The steam circuit of many modern
motor ships has developed in complexity to approach successful
steam ship practice.
FEED HEATING
The advantages of pre-heating feed water are obvious. Three
methods will be considered, namely: economisers, mixture and
indirect. Economiser types have been included in previous
discussion and sketches. It is sufficient to repeat that such systems
require a careful design to cope with fluctuations of steam demand
and that particular attention is necessary to ensure protection
against conosive attack. Mixture systems employ parallel feeding
with circulating pump and feed pump to the econorniser inlet. Such
circuits require careful matching of the two pumps and control has
to be very effective to prevent cold water surges leading to
reducing metal temperatures and causing corrosion. Indirect
systems require a waterlwater exchanger feed heater.
This design reduces the risk of solid deposit in the economiser
and maintains steady conditions of economiser water flow so
protecting the economiser against corrosive attack. A typical
system is shown in Fig. 156. If boiler pressure tends to rise too
high the circulation by-pass will be opened.
The effect will be twofold, i.e. feed water will enter the boiler
at the lower temperature and water temperature entering the
economiser is at a higher temperature. These two effects serve to
reduce boiler pressure and so control the system. Obviously this
system is more costly but is very flexible.
Ill,
''I/
WATERIWATER HEAT EXCHANGERS
COMBINED HEAT RECOVERY CIRCUITS
Evaporators
The basic information given on evaporators in Volume 8 should
first be considered. In motor ship practice efficient single effect
ng flexible elements and controlled water level a
The low grade heat of engine coolant systems restricts the heat
recovery in such secondary circuits to temperatures near 7-8OC. As
such it is normally restricted to use with distillation plants.
Combined or compound units involving combination between
engine coolant and exhaust gas systemrare complicated by the
need to prevent contamination and utilise the large volume of low

temperature coolant in circulation. Jacket water coolant
temperatures have increased in recent motorship practice but even
if the engine design can be modified to suit even higher
temperatures there is always a problem of high radiation heat loss
from jackets to confined engine moms.
FIG 156
INDIRECT FEED HEATING
:?
22
CHAPTER 10
MISCELLANEOUS
CRANKCASE EXPLOSIONS
The student should first refer to Volume 8 for a consideration of
spontaneous ignition temperatures and also limits of inflammability
in air. Crankcase explosions have occurred steadily over the years
with perhaps that of the Reino-del-Pacifico in 1947 the most
serious of all. In fact crankcase explosions have occurred in all
types of enclosed crankcase engines, including steam engines.
Explosions occur in both trunk piston types and in types with a
scraper gland seal on the piston rod. Much research has been done
in this field but the difficulties of full experimentation utilising
actual engines under normal operating conditions is almost
impossible to attempt. The following is a simplified presentation
based on the mechanics of cause of explosion, appropriate DOT
regulations and recommendations and descriptive details of
preventative and protective devices utilised.
Mechanics of Explosion
1. A hot spot is an essential source of such explosions in
crankcases as it provides the necessary ignition temperature, heat
for oil vapourisation and possibly ignition spark. Normal crankcase
oil spray particles are in general too large to be easily explosive
(average 200 microns). Vapourised lubricating oil from the hot
source occurs at 400C, in some cases lower, with a particle size
explosive with the correct air ratio (average 6 microns). Vapour can
condense on colder regions, a condensed mist with fine particle size
readily causes explosion in the presence of an ignition source. A
lower limit of flammability of about 50 mgfl is often found in
practice. Experiment indicates two separate temperature regions in
which ignition can take place, i.e. 270C-350C and above 400C.
2. Initial flame speed after mist ignition is about 0.3 m/s but
nless the associated pressure is relieved this will increase to about
258
300 m/s with corresponding pressure rise. In a long crankcase,

flame speeds of 3 km/s are possible giving detonation and
maximum damage. The pressure rise varies with conditions but
without detonation does not normally exceed 7 bar and may often
be in the range 1-3 bar.
3. A primary explosion occurs and the resulting damage may
allow air into a partial vacuum. A secondary explosion can now
take place, which is often more violent than the first followed by
similar sequence until equilibrium.
4. The pressure generated, as considered over a short but finite
time, is not too great but instantaneously is very high. The
associated flame is also dangerous. The gas path cannot ordinarily
be deflected quickly due to the high momentum and energy.
5. Devices of protection must allow gradual gas path deflection,
give instant relief followed by non return action to prevent air
inflow and be arranged to contain flame and direct products away
from personnel.
6. Delayed ignition is sometimes possible. An engine when
running with a hot spot may heat up through the low temperature
ignition region without producing flame because of the length of
ignition delay period at low temperatures. Vapourised mist can
therefore be present at 350-400C. If the engine is stopped the
cooling may induce a dangerous state and explosion. Likewise air
ingress may dilute a previously too rich mixture into one of
dangerous potential.
7. Direct detection of overheating by thermometry offers the
greatest protection but the difficulties of complete surveillance of
all parts is prohibitive.
8. A properly designed crankcase inspection door preferably
bolted in place, suitably dished and curved with say a 3 mm
thickness of sheet steel construction should withstand static
pressures up to 12 bar although distorted.
9. There are many arguments for and against vapour extraction
by exhauster fans. There is no access of free air to the crankcase
and the fan tends to produce a slight vacuum in the crankcase. On
balance most opinion is that the use of such fans can reduce risk of
explosion. The danger of fresh air drawn into an existing over rich
heated state is obvious. On the practical aspect leakage of oil is
reduced.
MISCELLANEOUS
259
Crankcase Safety Arrangements

The following are based on specific DOTrules:
1. Means should be adapted to prevent danger from the result of
explosion.
2 . Crankcases and inspection doors should be of robust
construction. Attachment of the doors to the crankcase (or
entablature) should be substantial.
3. One or more non-return pressure relief valves should be fitted
to the crankcase of each cylinder and to any associated gearcase.
4. Such valves should be arranged or their outlets so guarded
that personnel are protected from flame discharge with the
explosion.
5. The total clear area through the relief valves should not
normally be less than 9-13 cmz/m3of gross crankcase volume.
6. Engines not exceeding 300 rnm cylinder bore with strongly
constructed crankcases and doors may have relief valve or valves
at the ends only. Similarly constructed engines not exceeding
150 mm cylinder bore need not be fitted with relief valves.
7. Lubricating oil drain pipes from engine sump to drain tank
should extend to well below the working oil level in the tank.
8. Drain or vent pipes in multiple engine installations are to be
so arranged so that the flame of an explosion cannot pass from one
engine to another.
9. In large engines having more than six cylinders it is
recommended that a diaphragm should be fitted at near mid length
to prevent the passage of flame.
10. Consideration should be given to means of detection of
over-heating and injection of inert gas.
The above should be self explanatory in view of the previous
comments made.
Preventative and Protection Devices
In general three aspects are worthy of consideration, i.e. relief of
explosion, flame protection and explosive mist detection.
Crankcase Explosion Door
A design is shown in Fig. 157. The sketch illustrates a combined
valve and flame trap unit with the inspection door insertion in the
middle. The internal section supports the steel gauze element and
the spider guide and retains the spindle. The external combined
260
MISCELLANEOUS
REED'S MOTOR ENGINEERINGKNOWLEDGE
261
2 _
aluminium valve and deflector has a synthetic rubber seal. bessun

setting on such doors is often 1/15 bar (above atmosphene
pressure). Relief area and allowable pressure rise vary with the
licensing insurance authority but a metric ratio of 1:90 should not
be ~ x ~ ~ e based
d e d on ~ O S crankcase
S
volume and this
should not allow explosi0n pressures to exceed about 3 bar,
i
!
B
I
!I
I
I
Flame trap
Such devices are advisable to protect personnel. m e vented gases
can quiclrly be =duced in temperature by gauze flame traps from
Say 150O0Cto 25O0C in 0.5 m. Coating on the gauzes, greases or
engine lubricating oil, greatly increases their effectiveness. ne
best location of the trap is inside the relief valve when it gives a
more even distribution of gas flow across its area and liberal
wetting with lubricating oil is easier to arrange. A separate oil
supply for this action may be necessary. The explosion dmr in R ~ .
157. has an internal mesh flame trap fitted.
traps effectively reduce the explosion pressure and
Prevent two stage combustion. Gas-vapour release by the operation
an oil wetad flame trap is not usually ignitable. Typical gauze
mild steel wire size is 0.3 nun with 40% excess clear area over the
valve area.
Crankcase Oil Mist Detector

If
oil mists
the sole explosive medium then photoelectric detection should give complete protection but if the
FIG 157
CRANKCASE EXPLOSION RELIEF DOOR
crankcase spray is explosive the mist detection will only indicate a

source of ignition. The working of one design of detector
should be fairly cleat from Fig. 158. The photo cells are normally
in a state of electric balance, i.e. measure and reference tube mist
content in equilibrium. Out of balance Current due to rise of
crankcase mist density can be arranged to indicate on a
galvanometer which can be connected to continuous chart
recording and auto visual or audible a l m s . The suction fan draws
from
a large volume of slow moving oil-air vapour mixture in
crankcase selection points. Oil mist near the lower critical
density region has a very high optical density. Alarm is normally
arranged to operate at 2112% of the lower critical point, i.e.
assuming 50 mg/l as lower explosive limit then warning at
overheating in any part of the crankcase there will be a difference

in optical density in the two tubes, hence less light will fall on the
photo cell in the measuring tube. The photo cell outputs will be
different and when the current difference reaches a ~re-dete-ned
signal is operated and the slow tuning rotary valve
value an
FIG 158
CRANKCASE OIL MIST DETECTOR
hod d
rntrrors
alarms
262
stops, indicating the location of the overheating.

Normal oil particles as spray are precipitated in the sampling
tubes and drain back into the crankcase.
COZDrenching System
30% by volume of this inert gas is a complete protection against
crankcase explosion. This is particularly beneficial during the
dangerous cooling period. Automatic injection can be arranged at,
say 5% of critical lower mist density but in practice many
engineers prefer manual operation. When the engine is opened up
for inspection, and repair at hot source, it will of course be
necessary to ensure proper venting before working personnel enter
the crankcase.
263
MISCELLANEOUS
FIG 159
RECOVERY OF SURPLUS EXHAUST GAS
ENERGY IN A POWER TURBINE
TURBOCHARGER
MAlN ENGINE
EXHAUST GAS POWER TURBINE

In an effort to improve overall plant efficiency the turbocharger
manufacturer ABB has developed a system which exploits surplus
exhaust gas in a power turbine and is fed either, to the engine
crankshaft or, to an auxiliary diesel or steam turbine generator. Fig.
159. The latter is only feasible if the demand for electricity is
greater than the output of the power turbine. This development has
been made possible by the improved turbocharger efficiencies
achieved in recent years resulting in surplus energy being available
in the exhaust gas.
The power turbine can be brought in and out of service, as
conditions require, by operating a flap in the exhaust line.
The turbine part of the power turbine is similar to those of
turbochargers. The drive from the turbine is via epicyclic gearing
and a clutch to the chosen mode of power input.
POWER TURBINE
POWER TURBINE COUPLED TO MAlN ENGINE
MAlN ENGINE
I
GAS TURBINES
POWER TURBINE
The gas turbine theoretical cycle and simple circuit diagram have
been considered in Chapter 1. Marine development of gas turbines
stemmed from the aero industry in the 1940's. Apart from an early
stage of rapid progress the application to marine use has been
relatively slow until recently. Consideration can best be applied in
two sections, namely, industrial gas turbines and aero-derived
types. In general this can largely be considered as a 'marinisation'
of equipment originally designed for other duty.
POWER TURBINE COUPLED TO A GENERATOR ENGINE
Industrial Gas Turbines

The simplest design is a single-shaft unit which has low volume
and light weight (5 kg/kW at 20,000 kW). Fuel consumption
(specific) may be about 0.36 kg/kWh on residual fuels. This
consumption is not normally acceptable for direct propulsion and
initial usage was as emergency generators in MN practice and the
RN for small vessels or as boost units in larger warships.
Compared to steam turbines (32% output, 58% condenser loss) the
simple gas turbine (24% output, 73% exhaust loss) is less efficient
but the addition of exhaust gas regeneration gives 31% output
(specific fuel consumption 0.28 kg/kWh) and combined RN units
36% output. Normally a two-shaft arrangement was preferred in
MN practice in which load shaft and compressor shaft are
unit was by elecmc motor, power variation by control of gas flow,

conventional gear reduction and propeller drive by hydraulic clutch
with astern torque converter (more modem practice uses variable
pitch propeller). Turbine and turbo-compressor design utilised
standard theory and simple module construction utilising
horizontally split casings, diffusers, etc., and easily accessible
To improve efficiency even further it is necessary to use much
higher inlet gas temperatures (1200C would give a specific fuel
consumption of about 0-2 kg/kWh). The limiting factor is suitable
materials. Experiments have been, and still are, being carried out
with ceramic blades and with cooled metallic blades. Essentially
the problem is the same for steam turbine plant and there has been
no marked incentive for the shipowner to install gas turbine plant
in preference to equally economic and established steam systems.
During the 1960's experience was established in the vessels Auris,
John Sergeant and William Paterson. It may well be that direct
gas cooled reactors in conjunction with closed cycle gas turbines in
electric power generation may be an attractive possibility in
Nuclear technology. G.E.C. produce a wide range (4000-50,000
kW) of industrial gas turbines now effectively marinised for
marine propulsion. In addition to reliability, easy maintenance, low
MISCELLANEOUS
265
FIG 160
O P E N CY CLE MARINE GAS TURBINE

SYSTEM
volume, etc., the very easy application to electric drives and to

automation make the units attractive. Geared drive usually utilises
locked train helical gears or alternatively epicyclic gearing.
C.P. propeller development has also broadened the possibilities
of various propulsion systems, including geared diesel - gas
turbine systems. Marine gas turbines do run with a high noise level
and they require to be water washed at regular intends, the latter
depending upon the type of fuel being used. The recently changing
design of ships has meant that the owner, or Operator, meds to
analyse propulsion systems carefully for all economic factors,
which vary greatly for VLCC, Ro-Ro, LNG, container vessels, etc.
Gas turbines have been exclusively adopted for RN surface
Aero-Derived
Apart from RN units so derived from aero gas turbines the first
~ r i t i s hMN vessel so engined was the g.t.s. Euroliner in 1970.
Turbo Power and Marine Systems Inc. twin gas turbines, 22, 500
kW each at 3600 rev/min drive separate screw shafts at 135
266
267
MISCELLANEOUS
FIG 161
NITROGEN CHEMICAL ACTIVITY INCREASING
WITH TEMPERATURE
FIG 162
SELECTIVE CATALYTIC REDUCTION (SCR)
APPARATUS
EXHAUSTGASTO
ATMOSPHERE
CONTROL
AGENT (UREA 8
ST0RAGE TK
REACTOR
BY PASS
EXHAUST GAS
TEMPERATURE K
268
269
MISCELLANEOUS
revlmin through double reduction locked train gears, with

controllable pitch propellers. Main electrical alternators are driven
from the gearbox.
increased pumping losses. Retarding the injection results in lower

firing pressures. These measures, however, have the advantage that
they do not require extra components to be added to the engine.
Other measures which do require extra components and added cost
include.
1. Adding water to the fuel. This works in two ways, it helps to
create a homogeneous fuellair mixture and also reduces the
temperature of combustion. The injection of water requires an
increase of 20-30% in fuel pump capacity. Precautions must also
be taken to maintain the oiywater emulsion in a stable condition
and to prevent corrosion of the fuel system components.
2. The use of Selective Catalytic Reduction [SCR].
Exhaust Gas Emissions

Small quantities of toxic substances such as oxides of sulphur and
nitrogen occur in diesel engine exhaust gas. The oxides of sulphur,
often referred to as SOx are formed in quantities proportional to the
sulphur content of the fuel. It is likely that the only practical
method of reducing the level of SOXin the exhaust is by
consuming fuel of low sulphur content. The oxides of nitrogen,
often referred to as NOx, are the most significant emission from
marine diesel engines and comprise nitrous oxide [NO] and
nitrogen dioxide [NOz]. Loaded diesels produce very low amounts
of NO2 directly, over 90% of NOx being NO. Although the NO
produced by diesel engines is considered harmless it oxidises in the
atmosphere to form the more environmentally harmful NOz. The
NOx are formed from two sources:
1. When nitrogen in the fuel combines with the oxygen in the
combustion air [possibly 20% of the total NOx present]
2. Nitrogen and oxygen in the combustion air.
In previous studies students may have considered nitrogen as
being inert and not taking part in the combustion process. This,
however, is a simplification and when dealing with exhaust
emission, nitrogen cannot be thought of as inert. Studies have
shown that the chemical activity of nitrogen increases with
temperature. Fig. 161. Modern diesels achieve their high thermal
efficiency as a result of burning the fuel at high temperatures.
Thus, the more efficient the engine the greater the amount of NOX
the engine is likely to generate.
Low NOx generation can be achieved:
1. By ensuring that the fuellair mixture is as homogeneous as
possible in order to keep the percentage of rich mixture in the
combustion chamber small. This requires a nozzle with as many
spray holes as possible.
2. By using a high airlfuel ratio.
3. By retarding the fuel injection.
Only the first of these options does not involve a fuel penalty.
Raising the airlfuel ratio beyond what is necessary leads to
Selective Catalytic Reduction

SCR technology was developed for land based installations and is
being developed for main applications and involves injecting small
amounts of a single atom nitrogen based additive, such as
ammonia [ M I , into the exhaust. Because of the difficulties and
dangers of handling ammonia on board ship a safer more easily
handled ammonia compound called urea (2[NHz]CO] is being
used. The principle is to combine the nitrogen atoms of the NOx
and NH3 compound to form a stable nitrogen [Nz] molecule which
is the main constituent of air.
The principle catalytic reduction process of the ammonia
compound is according to the following chemical reaction.
catalysis
2Nz + 3H20 + C o t
2 N 0 + 2NK3 +I1202 + COz
To accomplish this at the temperatures encountered in exhaust

gas - 250-450C a catalyst is required. The catalyst is an oxide of
vanadium carried on a heat resistant honeycomb of ceramic. In
order to minimise the pressure drop across the reactor the gas
passages of the honeycomb core must be of sufficient cross
sectional area.
The urea is mixed with water and metered into the exhaust gas
upstream of the reactor at a rate dependent upon engine load. Fig.
162.
271)
E D ' S MOTOR ENGINEERING KNOWLEDGE
TEST QUESTIONS
(S denotes SCOTVEC questions)
CHAPTER 1- CLASS ONE
1. (a) With reference to fatigue of engineering components explain
the influence of stress level and cyclical frequency on
expected operating life.
(b)Explain the influence of material defects on the safe
operating life of an engineering component.
(c) State the factors which influence the possibility of fatigue
cracking of a bedplate transverse girder and explain how the
risk of such cracking can be minimised.
,
2. With reference to engine performance monitoring discuss the

relative merits of electronic indicating equipment when
compared with traditional indicating equipment.
I
1
3. As Chief Engineer Officer how would you ascertain if the main

engine is operating in an overloaded condition?
If the engine is overloading what steps would you take to
ensure that the engine was brought within the correct operating
range?
4. A set of indicator cards suggests that individual cylinder powers
of the main engine are not balanced:
What action would you take to rectify the problem?
How would you ascertain the accuracy of the cards?
5. Explain, by refening to the theoretical considerations how the

efficiency of an IC engine is dependent upon the compression
ratio.
Why does an actual engine power card only approximate to
the ideal cycle?
TEST QUESTIONS
CHAPTER 2- CLASS ONE
(b) State the advantages and disadvantages of resin based

materials for use as chocks when compared with iron or
steel.
1. (a) State with reasons the main causes of normal and abnormal
cylinder liner wear.
(b) State the ideal properties of a cylinder oil for use with an
engine burning residual fuel.
(c) State the possible consequences of operating an engine with
a cylinder liner worn beyond normally acceptable limits.
CHAPTER 3 - CLASS ONE

1. Bunkers have been taken in a port and a sample is sent to a
laboratory for analysis. The vessel proceeds to sea before
results of the analysis are obtained. The analysis indicates that
the fuel is off specification in a number of respects but the fuel
must be used as there is insufficient old oil supply available to
enable the ship to reach the nearest port. Explain with reasons
what action should be taken to rninimise damage and enable
safe operation of the engine if the following fuel properties
were above or below specified levels:
(a) Viscosity.
(b) Compatibility.
(c) Sulphur.
(d) Ignition quality.
(e) Cornadson carbon.
Cf) Vanadium and sodium.
2. (a) Describe briefly three methods of crankshaft construction

indicating for which type of engine the method is most
suitable.
(b) State the nature of and reasons for the type of finish used at
mating surfaces of a shrink fit.
(c) Explain:
(i) Why slippage of a shrink fit can occur.
(ii) How such slippage may be detected.
(iii) How slippage may be rectified.
3. During recent months it has been necessary to frequently retighten some main engine holding down bolts as the steel
chocks have become loose:
(a) Explain possible reasons for this.
(b) State with reasons why re-chocking using a different
material might reduce the incidence.
(c) Explain the possible consequences if the situation is
allowed to continue unchecked.
2. (a) Describe using sketches a Variable Injection Timing fuel

pump and explain how timing is varied whilst the engine is
in operation.
(b) Explain why it is necessary to adjust the timing of fuel
pumps individually and collectively.
4. (a) State, with reasons, why engine air inlet and exhaust
passageways should be as large as possible.
(b) Explain how such passageways can become restricted even
when initially comctly dimensioned.
(c) Explain the consequences of operating an engine with:
(i) Restricted air inlet passageways.
(ii) Restricted exhaust passageways.
5. (a)Describe, using sketches if necessary, a main engine

chocking system using resin based compounds, explaining
how such a system is installed.
273
3. With respect to residual fuel explain the effects of EACH of the

following on engine components, performance and future
maintenance, stating any steps which should be taken in order
to rninimise these effects:
(a) High Cornadson carbon level.
(b) Aluminium level of 120 ppm.
(c) Low ignition quality.
(d) 450 ppm vanadium plus 150 ppm sodium.
4. (a) With reference to 'slow steaming nozzles' as applied to

main engine fuel injectors. State with reasons when and
why they would be used.
TEST QUESTIONS
(b)State with reasons the engine adjustments required when

changing to a fuel having a different ignition quality.
Explain the consequences of not making such adjustments.
(c) State the procedures which should be adopted to ensure that
main engine fuel injectors are maintained in good operative
order indicating what routine checks should be made.
(c) Explain how the possibility of surging may be minimised.

(d) State what action should be taken in the event of a
turbocharger surging and explain why that action should not
be delayed.
4. It is discovered that delivery of air from a turbocharger has
fallen even though engine fuel control has not been changed.
State the reasons:
(a) The causes of such reduced delivery.
(b) The effects of this reduced air supply on the engine.
(c) The immediate action to be taken.
(d) How future incidents might be minimised.
5. With respect to fuel oil:

(a)Explain the meaning of term 'ignition quality' and indicate
the possible problems of burning fuels of different ignition
(b)State how an engine may be adjusted to deal with different
fuels of different ignition qualities.
(c) State how fuel structure dictates ignition quality.
5. At certain speed vibration occurs in a turbocharger.

(a)State with reasons the possible causes.
(b) Explain how the cause can be detected and corrected.
(c) Explain how the risk of future incidents can be minimised.

1. (a) Sudden bearing failure occurs with a turbocharger which
has been operating normally until that point. Explain the
possible causes if the turbocharger has:
(i) Ball or roller bearings.
(ii) Sleeve bearings.
(b) State with reasons the measures to be adopted to ensure that
future failure is minimised.
2. With respect to turbochargers indicate the nature of deposits
likely to be found on EACH of the following and in each case
state the possible consequences of operating with high levels of
such deposits and explain how any associated problems might
be minimised:
(a) Air inlet filters.
(b) Impeller and volute.
(c) Air cooler.
(d) Turbine and nozzles.
(e) Cooling water spaces.
3. (a)State what is meant by the term surge when applied to

turbochargers.
(b)State why surging occurs and how it is detected.
1. (a) State the possible reasons for an engine failing to turn over
on air despite the fact that there is a full charge of air in the
starting air receiver and explain how the problem would be
traced.
(b) Explain how the engine could be started and reversed
manually in the event of failure of the control system.
(c) Outline planned maintenance instructions which could be
issued to minimise the risk of failure indicated in (a) and
(b).
2. Describe the safety interlocks in the air start and reversing

system of a main engine.
What maintenance do these devices require?
At what interval would they be tested?
3. As Chief Engineer Officer what standing orders would you

issue to your engineering staff regarding preparing the main
engines for manoeuvring?
276
TESTQUESTIONS
As Chief Engineer Officer what standing orders would you

issue to your engineering staff when the vessel was operating
under bridge control?
4. Routine watchkeeping reveals that a cylinder air start valve is

leaking.
What are the dangers of continued operation of the engine?
What steps would you take if the vessel was about to
commence manoeuvring?
5. Describe the main engine shutdown devices. How and how

often would you test them?
The shut down system on the main engine fails,
immobilising the engine. Checks reveal that all engine
operating parameters are normal. What procedures would you,
as Chief Engineer Officer, adopt to operate the unprotected
engine to enable the vessel to reach port?
1. (a) Describe briefly the operation of an electrical or hydraulic
main engine governor.
(b) For the type described indicate how failure can occur and
the action to be taken if immediate correction cannot be
achieved and the engine must be operated.
2. Complete failure of the UMS, bridge control and data logging
systems has occurred resulting in the need for the main engine
to be put on manual control and monitoring:
(a) State with reasons six main items of data which require to
be monitored and recorded manually.
(b) Explain how a watchkeeping system should be arranged to
provide for effective monitoring and control of the main
engine.
(c) Explain how the staff will be organised to allow the engine
to be manoeuvred safely and state the items of plant which
will require attention during such manoeuvring.
3. Discuss the relative merits and demerits of hydraulic and

electronic main engine governors.
4. Describe, with the aid of a block diagram, a bridge control
system for main engine operation.
277
5. Describe a jacket cooling water system temperature controller.

When operating under low load conditions for an extended
period how can cylinder liner corrosion be minirnised?

1. During a period of manoeuvring it is noticed that difficulty is
being experienced in maintaining air receiver pressure:
(a) State, with reasons, possible explanations.
(b) Explain how the cause may be traced and rectified.
(c) State what immediate action should be taken to ensure that
the engine movements required by the bridge are
maintained.
2. (a) Explain why it is essential to ensure adequate cooling of air

compressor cylinders, intercoolers and aftercoolers.
(b) State, with reasons, the possible consequences of prolonged
operation of the compressor if these areas are not
adequately cooled.
3. (a) With reference to air receivers explain:

(i) Why regular internal and external inspection is
advisable.
(ii) Which internal areas of large receivers should receive
particularly close attention.
(iii) How the internal condition of small receivers is
checked.
(b) Where significant corrosion is found during an internal
inspection what factors would you take into account when
revising the safe working pressure?
4. It has been found that during recent periods of manoeuvring a

number of air start valve bursting discs or cones have failed:
(a) Explain the possible reasons for this.
(b) Indicate how the actual cause might be:
(i) Detected.
(ii) Rectified.
278
TEST QUESTIONS
5 . (a)State why starting air compressor performance deteriorates

in service and how such deterioration is detected.
(b) Explain the dangers associated with some compressor
faults.
279

1. As Chief Engineer Officer, what standing orders would you
issue your engineering staff to ensure that the auxiliary boiler
was operated in a safe and efficient manner?
Describe a waste heat plant that is able to produce sufficient

steam to a turbo-generator to supply the entire ship's electrical
load at sea.
Due to trading requirements the vessel is sailing at reduced
speed.
Describe the steps you would take to ensure the slowest
ship's speed commensurate with supplying sufficient steam to
the turbo-generator without allowing the boiler to fire or
starting diesel generators.
1 . (a)Explain the advantages and problems of using aluminium in

the construction of composite pistons for medium speed
engines.
(b)Briefly describe the removal, overhaul and replacement of a
pair of pistons connected to a single crank of a vee-type
engine, explaining any problems regarding the bottom end
bearings.
2. (a)Explain the advantages of fitting highly rated medium speed
engines with double exhaust and air inlet valves.
(b)State the disadvantages of double valve arrangements.
( c ) Explain the possible causes of persistent burning of exhaust
valves if it is:
(i) General to most cylinders.
(ii) Specific to a single cylinder.
3. Describe, with the aid of sketches, an auxiliary boiler suitable

for use with a waste heat unit.
Explain how the pressure of the steam plant is maintained
when operating under low steam load conditions.
4. Sketch and describe a composite thimble tube boiler. Describe
how the thimble tubes are fitted and discuss burning of tube
ends and other possible defects.
3. Explain the problems associated with medium speed diesel

exhaust valves when operating with heavy fuel oil.
How can these problems be minimised?
(i) By design.
(ii) By maintenance.
+G
i$lL
a,
f
$
4. Describe a suitable maintenance schedule for one unit of a

medium speed diesel engine operating on heavy oil?
5. You are Chief Engineer Officer of a motor vessel equiped with

a steam plant incorporating a waste heat unit in the engine
uptake. On passage it is reported to you that the uptake
temperature is rising.
(a)What would this information indicate and what steps would
you take?
(b)How could you prevent a reoccurrence?
5. Describe the torsional vibration of medium speed diesel engine

crankshafts.
Describe, with the aid of sketches, a coupling that will aid
the damping of torsional vibration.
i
-it
CHAPTER 1 - CLASS TWO

1 . (a)State the ideal cycle most appropriate to the actual
operations undergone in the modem diesel engine.
(b)Give reasons why the actual cycle is made approximate to
the ideal heat exchange process.
(c) State how the combustion process in the actual cycle is
made approximate to the ideal heat exchange process.
2. (a)State why bottom end bolts of 4-stroke engines are

susceptible to failure.
(b) Sketch a bottom end bolt of suitable design.
(c) Explain how good design reduces possibility of failure.
(d) State how the possibility of failure is reduced by good
maintenance.
3. (a)Explain why in large, slow speed engines, power balance
between cylinders is desirable.
(b)State why it is never achieved in practice.
(c) Describe how power balance between cylinders of a
medium speed engine is improved.
(d) Describe how power balance in a slow speed engine is
improved.
4. (a) Give an example of each of the four types of 2-stroke

engine indicator diagrams, explain how each is taken and
the use to which it is put.
(b)Illustrate two defects which can show up on a compression
card.
(c) How is cylinder power balance checked on a higher speed
5. (a) Explain how the power developed in an engine cylinder is

determined:
(i) From indicator cards.
(ii) By electronic means.
(b)State which of these is the most representative and why.
1. (a) State TWO reasons why large crankshafts are of semi-built
construction.
(b)State SIX important details of crankshaft construction that
will reduce the possibility of fatigue failure.
(c) List FOUR operational faults that may induce failure in a
crankshaft.
2. (a) State the nature of the saesses to which crank webs of large
diesel engines are subjected.
(b)Explain how they are designed and manufactured to resist
these stresses.
3. (a) State the reason for fitting crosshead guides to engines and
explain why 'ahead' and 'astern' faces are required with
uni-directional engines.
(b) Describe how crosshead guide clearance is checked and
adjusted.
(c) List reasons for limiting such crosshead clearance.
4. (a) State why bedplates of large engines are fitted with chocks
rather than directly on foundation plates.
(b) Sketch an arrangement of lateral chocking showing the
position relative to the engine.
(c) State why such an arrangement is employed.
(d) State the factors that determine the spacing of the main
chocks.
5. With reference to auxiliary diesel engine machinery:

(a) (i) State why this may be mounted on resilient
mountings.
(ii) State why such mountings have great flexibility.
(b) State why limit stops are provided.
(c) State how the external piping is connected.

1. (a) Describe, with the aid of sketches, a fuel pump capable of
variable injection timing.
(b) State why injection timing might need to be changed.
(c) State how injection timing is adjusted whilst the engine is
running.
2. (a) Sketch and describe a fuel valve for a diesel engine.

(b) State FOUR factors which indicate that fuel valve(s) require
attention.
3. (a) State the factors that influence:

(i) Droplet size during fuel injection.
(ii) Penetration.
282
TEST QUESTIONS
4. (a)Sketch and describe a jerk type fuel pump that is not helix
controlled.
(b)Explain how the pump may be timed.
(c) State TWO advantages of this type of pump.
5 . (a)Sketch a main engine fuel pump of the scroll type.

(b)Explain how the fuel quantity and timing are adjusted.
(c) To what defects is this type of pump subject and how is the
pump adjusted to counter their effects?
283
(c) State why a 2-stroke cycle engine relies upon a pressurised

combustion air supply but a 4-stroke cycle engine does not.
S
5 . (a)Explain why air coolers and water separators are fitted to

large turbocharged engines.
(b) Sketch a water separator, explain how it operates and
indicate its positioning in the engine.
(c) What are the defects to which coolers and separators are
susceptible?
1 . (a)Describe with the aid of sketches:

(i) A pulse turbocharger system.
(ii) A constant pressure turbocharger system.
(b)State the advantages and disadvantages of each system in
Q.l.(a). for use with marine propulsion engines.
(c) In the event of turbocharger failure with one of the systems
in Q . l . ( a ) . state how the engine could be arranged to
operate safely.
1 . (a) Sketch a starting air distributor used for a large reversible

engine.
(b)Explain how the engine may be started with the crankshaft
in any rotational position.
(c) Explain how the engine is started on air in either direction.
2. (a)Sketch a simple valve timing diagram for a naturally

aspirated 4-stroke engine.
(b)Sketch a simple valve timing diagram for a supercharged 4stroke engine.
(c) Comment on the differences between the two above
diagrams.
2. (a) Sketch a pneumatically operated starting air valve.

(b)Explain how the valve is operated.
(c) State what normal maintenance is essential and the possible
consequence if it is neglected.
turbine showing the position of the bearings.

(b)State the advantages of radial flow gas turbines.
4. (a) State why turbochargers are used to supply air to an engine
rather than expanding the gas further in the cylinder and
then employing crank driven scavenge pumps.
(b)Explain what measures should be adopted to ensure safe
operation of the engine should all turbochargers be put out
of action.
3. (a)Sketch and describe the reversing system for a large slow

speed diesel engine.
(b)List the safety devices fitted to the air start system.
3. (a)Sketch and describe a turbocharger with a radial flow gas
4. (a) Explain why it is necessary to have air start overlap.

(b)Show how air start timing is affected by exhaust timing.
(c) State why the number of cylinders have to be taken into
consideration.
5 . (a) Sketch an engine air start system from the air receiver to the
cylinder valves and describe how it operates.
(b) List the safety devices and interlocks incorporated in such a
system and state the purpose of each.
284
Ii
Ill1
1j
REED'S M O R ENGWEERING KNOWLEDGE
5
1. With reference to a jacket water temperature control system:
(a)Sketch and describe such a system:
( b ) (i) Explain how disturbances in the system may arise.
(ii) Describe how these disturbances may be catered for.
Q.2.(a).
(c) Outline the dangers of lubricating oil settling in air starting

lines.
(d)How may an air start explosion be initiated?
4. (a) State why compressor suction and delivery valves should

seat promptly.
(b) Explain the effect on the compressor if the air is induced
into the cylinder at a temperature higher than normal.
(c) What would be the effect of the suction valves having too
much lift.
(d) Explain why pressure relief devices are fitted to the water
side of cooler casings.
3. (a) Sketch a cylinder relief valve suitable for a large engine.

(b)State with reasons why such a device is required.
(c) If the relief valve lifts state the possible causes and indicate
the rectifying action needed to prevent engine damage.
(d) State why the relief valve should be periodically overhauled
even though it may never have lifted.
4. With reference to mechanicalhydraulic governors explain:

(a) Why the flyweights are driven at a higher rotational speed
than the engine.
( b )How dead band effects are reduced.
(c) How hunting is reduced.
(d) How the output torque is increased.
5. (a) State why inhibitors are employed with engine cooling

water even though distilled water is used for that purpose.
(b) State the merits and demerits of the following inhibitors
used in engine cooling water systems:
(i) Chromate.
(ii) Nitrite-borate.
(iii) Soluble oil.
(c) Briefly explain how each inhibitor functions.
5. Sketch and describe a hydraulic governor with proportional and

reset action.
2. (a) Explain how oil may become mixed with starting air and
state the attendant dangers.
(b)Describe how this contamination may be reduced or
prevented.
285
3. (a) Explain why air compression for starting air duties is

carried out in stages and why those stages are apparently
unequal.
(b) What is the purpose of an intercooler and explain why it is
important that it is kept in a clean condition?
(c) What is the significance of clearance volume to compressor
efficiency?
(d) What is bumping clearance and how is it measured?
2. (a) Construct a block diagram, in flow chart form, to show the

sequence of operations necessary for the starting of a diesel
engine on bridge control.
(b) Identify the safety features incorporated in the system of
1 . (a) Sketch a jacket water cooling system.

(b) State why chemical treatment of the jacket cooling water is
necessary.
(c) Describe how the correct concentration of the chemicals in
the jacket water cooling system may be determined.
TEST QUESTIONS
I
S
1. Describe, with the aid of sketches, an exhaust valve of a

medium speed diesel engine suitable for use with heavy fuel
oil. Explain the procedure adopted when overhauling this
valve.
2. Describe, with the aid of sketches, a piston suitable for use in a

medium speed engine. Why is aluminium being generally
superceded for pistons on highly rated medium speed engines.
3. Describe with the aid of sketches a system for main propulsion

in which two medium speed diesel engines are coupled to a
single propeller.
SPECIMEN QUESTIONS
6. Describe the dangers of dirty uptake in the waste heat unit.

Explain how these dangers are minimised.
SPECIMEN QUESTIONS
4. Describe the advantages and disadvantages of medium speed

diesel engines compand to large slow running engines.
5. Explain why lubricating oil consumption is greater in medium

speed engines than in slow running diesels and the steps taken
to minimise the consumption.
1 . (a)Describe, with the aid of sketches, an arrangement for
producing electricity using steam generated from waste
(b)State how electricity can be generated with the system in

Q.l.(a) when the engine is not operating.
(c) State the circumstances which could lead to an emergency
shut-down of the steam plant in Q.9.(a) and the use of
diesel engines for electrical generation.
2. Describe the inspection of an auxiliary boiler.
What precautions should be taken prior to entering the
3. Describe, with the aid of sketches a boiler which may be

alternatively fired or heated with main engine exhaust gas in
which the heating surfaces are common. Describe the change
over arrangements and state any safety devices fitted to this
4. What are the precautions that should be taken before and
during the "flashing up" operation of an auxiliary boiler?
State the checks carried out on the boiler when a fire is
established.
5. What are the advantages and disadvantages of forced

circulation and natural circulation multi-boiler installations?
How can the steam pressure of the waste heat plant be
- CLASS ONE
1 . (a) Define the term hot spot.

(b) State SIX specific areas in a diesel engine where hot spots
have occurred.
(c) State other factors that may contribute to the occurrence of
a crankcase explosion.
2. With reference to crankcase explosions state:
(a) The conditions that may initiate an explosion.
(b) What may cause a secondary explosion.
(c) How a crankcase explosion relief valve works.
3. (a)State the basic processes leading up to a crankcase

explosion and explain how a secondary explosion can
(b)List with reasons the precautions which can be taken to

minimise the risk of a crankcase explosion occurring.
4. (a) Explain how a primary crankcase explosion is caused and
how it may trigger a secondary explosion.
(b)Indicate the possible benefits or dangers of the following
features on the likely development of a crankcase
(ii) Inert gas injection.

(iii) Infra-red heat detectors.
(iv) Bearing shells having a layer of bronze between the
white metal and steel backing steel.
5. (a)Describe, using sketches if necessary, the procedure for

complete inspection of a propulsion engine main bearing
and journal.
(b) State the possible bearing and pin defects which might be
encountered.
(c) State what precautions should be taken before returning an
engine to service following such bearing inspection and
SPEKIMEN QUESTIONS
(c) Turbine nozzle and blades.

(d) Air cooler.
6. (a)Explain the reason for fitting crossheads and guides to large

slow speed engines.
(b) Explain:
(i) Why guide clearance is limited.
(ii) How guide clearance is adjusted.
(iii) How guide alignment is checked.
11. Difficulty is experienced in starting an engine even though

there is full air pressure in the air receivers and fuel
temperature is correct. Explain how the cause of the problem
can be:
(a) Detected.
(b)Rectified.
7 . (a)During an inspection it is noticed that tie rods of certain

main engine units have become slack, state with reasons the
possible causes of this.
(b)Explain how correct tension is restored and the risk of
future slackness minimised.
(c) A tie rod has fractured and cannot be replaced immediately.
State with reasons the course of action to be adopted in
order to allow the engine to be operated without further
damage.
12. With reference to piston ring and liner wear:

(a)State, with reasons, the causes of abnormal forms of wear
known as cloverleafing and scuffing (microseizure);
(b)Explain how cylinder lubrication in terms of quantity and
quality can influence wear;
(c) Describe the procedure for determining whether piston
rings are suitable for use.
8 . (a)Explain the term fuel ignition qualify and indicate how a

fuel's chemical structure influences its value.
(b)State, with reasons, the possible consequences of operating
an engine on a fuel with a lower ignition quality than that
for which it is timed.
(c) (i) Explain how an engine might be adjusted to bum fuel
of different ignition quality.
(ii) State what checks can be carried out in order to
determine that the engine is operating correctly.
14. (a) Inspection of an engine indicates an unexpected increase in

cylinder liner wear rate, state with reasons the possible
causes if:
(i) The problem is confined to a single cylinder.
(ii) The problem is common to all cylinders.
(b)Explain how cylinder wear rate may be kept within desired
limits and indicate the instructions to be issued to ensure
that engine room staff are aware as to how this can be
achieved.
9. (a)Describe the phenomenon of surging as applied to

turbochargers.
(b) Explain why turbochargers are not designed to completely
eliminate the possibility of surging.
(c) State with reasons the possible consequences of allowing a
turbocharger to continue to operate whilst it is surging.
10. With reference to turbocharger systems state how deposit
build-up might be detected on the following parts and explain
the consequences on turbocharger and engine operation of
excessive deposits:
(a)Suction filter.
(b) Impeller.
13. With reference to main engine holding down studs/bolts:

(a) Explain the causes of persistent slackening.
(b)State, with reasons, the likely consequences of such
slackening.
(c) Describe how future incidents of slackening might be
minimised.
15. Cracks have been discovered between the crankpin and web on
a main engine crankshaft:

(a) Describe action to be taken in order to determine the extent
290
SPECIMEN QUESTIONS
(b)Explain the most likely reasons for the cracking.

(c) State, with reasons, the action to be taken in order that the
ship may proceed to a port where thorough inspection
facilities are available.
16. It is found that tie rods are persistently becoming slack:
(a)State, with reasons, the possible causes.
(b)State, with reasons, the likely effects on the engine if it is
allowed to operate with slack tie rods.
(c) Explain how this problem can be minimised.
17. As Chief Engineer Officer, explain the procedure to be adopted

for the complete inspection of a main engine cylinder unit
emphasising the areas of significant interest.
18. (a)The water jacket on a turbocharger casing has fractured

allowing water into the turbine side. State possible reasons
for this.
(b)Explain how the engine may be kept operational and the
restrictions now imposed upon the operating speed.
(c) State how the fracture can be rectified and how future
incidents can be minimised.
19. (a)State the conditions which could result in a fire in the tube
space and/or uptakes of a waste heat boiler.
(b)State how such conditions can occur and how the risk of
fire can be minimised.
(c) State how such fires can be dealt with.
20. As Chief Engineer, explain the procedure to be adopted for the

survey of an air compressor on behalf of a classification
society.
21. (a)Identify, with reasons, the causes and effects of

misalignment in large, slow speed, engine crankshafts.
(b)Describe how the alignment is checked.
(c) State how the measurements are recorded and checked for
accuracy.
22. (a) Explain why side and end chocking arrangements are
provided for large direct drive engines.
(b) State, with reasons, why non-metallic chocking is
considered superior to metallic chocking.
(c) State why top bracing is sometimes provided for large
engines and explain how it is maintained in a functional
condition.
23. (a) As Chief Engineer, describe how a complete inspection of a

main engine turbocharger may be carried out indicating,
with reasons, the areas requiring close attention.
(b) Describe defects which may be found during inspection and
their possible cause.
24. The main engine has recently suffered problems related to poor
combustion and inspection indicates that a number of injector
nozzles are badly worn:
(a) Explain the possible causes of the problem and how they
may be detected.
(b) State how future problems of a similar nature can be
minimised.
25. With reference to fuel pumps operating on residual fuel:

(a) (i) State, with reasons, the defects to which they are
prone.
(ii) Explain the effects of such defects on engine
performance.
(b)State, with reasons corrective action necessary to restore a
defective fuel pump to noxmal operation.
(c) Suggest ways in which the incidence of these defects might
be minimised.
SPECIMEN QUESTIONS - CLASS TWO
1. Describe the routine maintenance necessary on the following

components in order to obtain optimum performance from a
main engine turbocharger:
(a) Lubricating oil for ball bearings.
(b) Air intake silencerlfilter.
SPECIMEN QUESTIONS
(c) Turbine blades.

( d ) Diffuser ring.
2. (a) List the advantages of multi-stage air compression with
intercooling compared with single stage compression.
(b) Explain the faults which may be encountered during
overhaul of the H.P. stage and indicate how they may be
rectified.
( c ) State how this type of pump is set after overhaul.

(d) State the reasons that necessitate pump overhaul.
8 (a) Sketch a fuel injector.

(b) Explain how it operates and what determines the point at
3. (a) Outline the problems associated with air compressor

cylinder lubrication indicating why it should be kept to a
minimum.
( b )State why a restricted suction air filter might make the
situation worse and lead to the possibility of detonation in
the discharge line.
(c) Explain why the compressor discharge line to the air
receiver should be as smooth as possible with the minimum
number of joints and connections.
6 . (a) Sketch an arrangement for securing turbocharger blades to

the blade disc.
(b) How is blade vibration countered?
(c) What is the cause of excessive turbocharger rotor vibration?
(d) Briefly describe an in-service cleaning routine for the gas
side of a turbocharger.
7 . (a) Describe with sketches a scroll type fuel pump.

(b) Explain how the quantity of fuel is metered and how the
governor cut out functions.
which injection occurs.

(c) Describe the defects to which injectors are prone.
(d) How can injection be improved when a low speed engine is
to operate at prolonged low load?
9. With reference to turbocharging:

(a) (i) Explain the terms pulse system and constant pressure
system.
(ii) List the advantages of each.
(b) State how in a pulse system the exhaust from one cylinder
may be prevented from interfering with the scavenging of
another.
(c) State why electrically driven blowers are usually fitted in
addition to turbochargers.
4. (a) Explain the need for additives in engine jacket water

cooling systems.
(b) State what factors determine the choice of chemicals used.
(c) State why chromates are seldom used.
5. (a) Give a simple line sketch of a jacket water cooling system.

(b) Describe a control system capable of maintaining the jacket
water temperature within close limits during wide changes
in engine load.
293
10. (a) Show how combustion forces are transmitted to the cross
members of the bedplate.
(b) Describe TWO means by which the stresses within the
cross members can be accommodated.
s
I
I
S
1
I
1 1 . (a) Describe how crankshaft alignment is checked.

(b)Identify, with reasons the causes of crankshaft
misalignment.
(c) State how the measurements are recorded.
12.(a)Sketch a cross-section of a main engine structure

comprising bedplate, frames and entablature showing the tie
bolts in position.
(b)Explain why tie bolts need to be used in some large, slow
speed engines.
(c) Explain in detail how the tie bolts are tensioned.
13. Give reasons why, when compared to the other bearings of
large slow speed engines, top end bearings:
SPECIMEN QUESTIONS
(a) Are more prone to failure.

(b) Have a greater diameter in proportion to pin length.
14.(a)State how engine cylinder power is checked and
approximate power balance is achieved.
(b) Explain why the methods of checking may differ between
slow and higher speed engines.
(c) State why perfect cylinder power balance cannot be
achieved.
(d) State the possible engine problems resulting from poor
cylinder power balance.
20. (a) Sketch a main engine holding down arrangement employing

long studs and distance pieces.
(b) Explain why the arrangement sketched in Q.6.(b). may be
employed in preference to short studs.
(c) Describe, with the aid of sketches, how transverse
movement of the bedplate is avoided.
If
15. (a) Describe with sketches the mono-box frame construction

which is being used to replace the traditional A-frame
arrangement for some crosshead engines.
(b) State why this form of construction is considered to be more
suitable than one using A-frames.
16. (a) State TWO reasons why large crankshafts are of semi-built
or fully built construction.
(b) State SIX important details of crankshaft construction that
will reduce the possibility of fatigue failure.
(c) State FOUR operational faults that may induce fatigue
failure.
19. (a) Define the cause of cylinder liner and piston ring wear.
21. (a) Briefly discuss the relative advantages and disadvantages of

oil and water for cooling.
(b) Sketch a piston for a large two stroke crosshead engine
indicating the coolant flow.
(c) State the causes of piston cracking and burning, and how it
can be avoided.
22. (a) Sketch the arrangement of a large 2-stroke engine cylinder

liner in position in the cylinder block.
(b) Describe how jacket water sealing is accomplished between
liner and cylinder block.
(c) For the liner chosen illustrate the directions of cooling
water flow, exhaust gas flow and combustion air flow.
(d)Explain how thermal expansion of the liner is
accommodated.
17. (a) Define the cause of corrosive wear on cylinder liners and
piston rings.
(b)Explain the part played by cylinder lubrication in
neutralising this action.
(c) State how the timing, quantity and distribution of cylinder
oil is shown to be correct.
18. With reference to large fabricated bedplates give reasons to
explain:
(a) Why defects are likely to occur in service and where they
occur.
(b)How these defects have been avoided in subsequent
designs.
(b) Describe how cylinder liner wear is measured and recorded.

(c) Explain the possible consequences of operating a main
engine with excessive cylinder liner wear.
I
I
23. (a) Give the reasons for progressive 'fall-off' of piston ring
performance in service.
(b) State, with reasons, which ring clearances are critical.
(c) State what effects face contouring, bevelling, ring cross
section and material properties of rings and liners have on
ring life.
I
S
24. (a) Sketch the arrangement for connecting a piston to the
crosshead.
(b) State the type of piston coolant employed and show how the
coolant is directed to and from the piston.
(c) State the precautions to be exercised when lifting or
overhauling the piston described.
298
Heat Balance ....................................4. 5

Heat Effeued Zane ..............................33
Holding Down Arrangements ..................38
Hydraulic Exhaust Valve........................96
Hydraulic Fuel Injector ........................105
Hydrodynamic Librication .....................67
I
Ideal Cycles
.......................................
6
Impingement ....................................101
127
Incompatibility .................................
Indicator Diagram ..............................14
Industrial Gas Turbine ........................264
Instabdity .......................................127
~ s o c h r m s....................................183
Isothermal Operation ..............................1
Jerk Injection ....................................106

Joule Cycle
9
.......................................
Performanm Curves ..............................

3
Pilot Injedion .................................123
Piston cooling Connol ........................

189
Piston Ring Defects ............................. 90
Piston Ring Manufacture ........................90
F'hon Ring Profile ..............................
88
Piston Rings .......................................87
Pistons
.......................................
78
Pdyaopic Operahon ..............................
1
Pour Point .......................................124
Power Card .......................................
13
RessureCharging ..............................
133
Pqxntional Action ...........................
182
Radial Flow Turbine ...........................
146
Resilient Engine Mountings ..................45
Reset Adion ....................................182
Reverse Redudion Gear .....................220
Rigid Engine Fcundatim .....................39
LiglUSPringDiagram........................14.16
Load Controlled Cylinder Cooling ......77210
.
Load l)lagram .................................... 6
Long Sleeve Holding Down Bolt ............41
Loop Scavenge ....................................2
Lubricaring O
i
l Additives .....................72
LubricatingOil Analysis ........................
65
Lubricating Oil Cooling .....................213
........................
Medium Speed Diesels

217
Membrane Wall .................................239
Mi~ro-seizure....................................78
Monoblock Frames ..............................38
N
NBtural Circulation Waste Heat Plant
......250
0
Oil Mist Deteuor ..............................260
Oil cooled piston .................................83
Otto Cycle
..........................................6
P
Package Boilers .................................237
P-on
.......................................101
secondary Explosion ...........................

258
Selective Catalytic Reduction (SCR) ......267
Sulphuric Acid .................................
245
Specific Fuel Consumption .....................3
Speed Droop ....................................179
Starting Air Disuibutor ........................163
SIarting Air Overlap ...........................159
SIarting Air Valves ......................... 161
Startkg Interlocks ..............................
172
Stellite .......................................224
Sulzer Valve Type Fuel Pump ...............118
Sunrod Boiler .................................237
Sunrod Element .................................
239
Supemeatter ....................................
253
Surging .......................................
151
'IheoreticalEngine and Cycles ..................9

mmble Tube Boiler ...........................248
lluee Stage Air Compressor ..................
2OU
'lie-Rod Tensioning............................ 36
7"lmedInjection .................................
106
Timing Diagram .................................
17
T-er
Dry C1eaning ..................
151
Twbdwger Waterwash .....................
150
T ~ k k i r g e r s............................... 141
TllIMence .......................................
I01
Unaaended Machinery Space ...............194

Uncooled Turbo Charger .....................
144
UnderslungCranLshaft ........................30
Uniflow Scavenge
2
Unloading Valve ..............................
207
.................................
Vanadium ................................
.127.224
Vapour Venical Boiler ........................
240
Variable Injection Timing .....................109
Viscosity ..................................... 102
Volumetric Efficiency .....................1.197
Two Stage Air Compressor ..................202

Two Stage Fuel Injection .....................120
3.
?.
Waste Heat Boilers ...........................

245
Waste Heat Recovery ........................248
Water Separator........................ A
Watmooled piston ..............................82
Welded CranLshaft .............................. 54

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What are the main components discussed in the book?

What are the main components discussed in the book?

What cycles are described in the book?

What cycles are described in the book?

REED'S

ADLARD COLES NAUTICAL

Published by Adlard Coles Nautical

Thomas Reed Publications 1975, 1978, 1994

First edition published by Thomas Reed Publications 1975

The object of this book is to prepare students for the Certificates

Anthony S. Prince, 1994.

STARTING AND REVERSING

REED'S MOTOR ENGINEERING KNOWLEDGE

Specific Fuel Consumption

REED'S MOTOR ENGINEERING KNOWLEDGE

fairly constant friction loss. In designing engines for different types

but as a first analysis this serves to give a useful indication nf the"

mechanical efficiency. As the air supply to the engine is not

REED'S MOTOR ENGINEERING KNOWLEDGE

Otto (Constant Volume) Cycle

REED'S MOTOR ENGINEERING KNOWLEDGE

Air Standard Efficiency = Work Donemeat Supplied

ratio. This is true of the other four cycles.

OUAL COMB US TI^

Diesel (Modified Constant Pressure) Cycle

REED'S MOTOR ENGINEERING KNOWLEDGE

on Stirling cycle engines in an effort to utilise the high thermal

ACTUAL CYCLES AND INDICATOR DIAGRAMS

There is an analogy between the real IC engine cycle and the

REED'S MOTOR ENGINEERING KNOWLEDGE

2 Stroke Cycle (CI)

REED'S MOTOR ENGINEERING KNOWLEDGE

Typical Indicator Diagrams

RETARO INOICATOR CAM

OTHER RELATED DETAILS

REED'S MOTOR ENGINEERING KNOWLEDGE

SCALE lmm = l ba,t

particular area of study where they are likely to occur. However as

REED'S MOTOR ENGINEERING KNOWLEDGE

spring factors makes errors in evaluation of m.i.p. also significant

Actual Timing Diagrams

REED'S MOTOR ENGINEERING KNOWLEDGE

'SMOTOR ENGINEERING KNOWLED(

ports are symmetrical about bottom centre. To minimise the losses

Types of Indicating Equipment

REED'S MOTOR ENGINEEFUNG KNOWLEDGE

REED'S MOTOR ENGINEERING KNOWLEDGE

to unreliability of the pressure transducers when connected

Fatigue is a phenomenon which affects materials that are subjected

Typical SIN curve FOR FERROU S MATERIAL

for example, aeronautical practice where weight is a major

STRUCTURE AND TRANSMISSION

me engine smcture consisting of the bedplate and "A" frames or,

is important, it may enable the power weight ratio to

ness - in a material is a measure of its resilience and

d the fatigue conditions which prevail.

- ideally these should be as small as possible to keep

REED'S MOTOR ENGINEERING KNOWLEDGE

Manufacture - Modem engines increasingly are manufactured in

REED'S MOTOR ENGINEERING KNOWLEDGE