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/ 133
COURSE NOTES
MARINE ENGINEER CLASS 5
Engineering course notes 2008 INDEX
STEERING GEAR
Steering Gear Failures
Rudders
Propeller Shatting
TRANSMISSIONS CHECKS:
ELECTRICAL SYSTEMS
Electrical Switchboard Layout
BILGE PUMPING SYSTEMS
‘SAFE WORKING PRACTICES
Refueling and Fuel transfer
PLANT MAINTENANCE AND UPKEEP
Confined spaces
Materials in common use
Spare gear
Engine Room Log Book
PLANT OPERATION
Engine running and seaworthiness
STABILITY
PREVENTION OF POLLUTION
FIRE DETECTION AND FIRE FIGHTING.
Portable Fire Extinguishers
Fire mains
Cor Fire extinguishing installation
‘SLIPPING AND DRY DOCKING
Preparation and procedures
ENGINE PRINCIPALS.
4-Stroke Cycles
2Siroke Cycles
‘Supercharging
Parts of Engines
Page
10
"
2
4
18
18
19
2
25
26
28
Ea
31
39
a
a
a
43 FUEL AND FUEL SYSTEMS
‘Operation of Fuel Pumps
Viscosity, Relative Density. and Flash Point
LUBRICATION SYSTEMS
Centrifugal Lubrication of Fuel cls.
Deterioration of Lube Oils
COOLING SYSTEMS:
‘Shell and tube Coolers.
Cooling Additives, Engine Overheating
‘STARTING SYSTEMS
Hydraulic Starting, Air starting
Precautions before Starting
TRANSMISSION
Gearboxes, Twin disc, Reduction Gearbox Arrangements
Flexible Couplings, Emergency Running, Thrust blocks.
FAULT FINDING
Failure of Liners, Cylinder heads, and Piston Rings
Crankease Explosions
Valve Timing
‘Mechanical Governor
Over-speed trp
45
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53
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58
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59
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65 MARINE ENGINEER CLASS 5
ENGINEERING KNOWLEDGE-GENERAL
STEERING GEAR, RUDDER, PROPELLER
STERN TUBE
RAM TYPE HYDRAULIC STEERING GEAR
‘CONSTRUCTION
“The cylinders forthe gear are made of cast steel but the rams comprise of a
‘one-piece steel forging with integral pins to transmit movement through the
‘cod pieces which side in the jaws ofthe forked tiler end. The rams are
machined and ground to slide in the gunmetal neck bushes and chevron type
‘seals of the cylinders,
Hydraulic pressure is supplied to one cylinder or the other, by unidirectional
variable delivery pumps, wth electric drive running at constant speed, A reliot
valve is incorporated in the control valve block to protect the rams against
‘over pressure due to wave action striking the rudder or a shock mevernent.
HUNTING GEAR
Both types of steering gear have controls fited so that when the helmsman’s
desired rudder angle is reached, the rudder remains at that angle until the
heimsman’s signal changes. The equipment is called hunting gear and
‘consists ofa floating lever arrangement with one end of the arm connected
to the rudder stock, the other end tothe tiller end enother linkage to the
‘control levers on the pump.
VARIABLE DELIVERY OIL PUMPS
“The pumps can be run continuously in one direction but have the capabilty of
an infinitely changeable discharge from zero to a maximum either way. The
Principal of operation is based on altering the stroke of the pump pistons in
Facial or axial cylinders, by means of a floating ring or swash plate, to change
the amount of ol displaced, There is only minimum shock to the hydraulle,
system as the pump commences delivery, because the piston stroke
increases from zero gradually. For a small rudder movement, piston stroke is
‘small the stroke becomes ful ony for larger rudder movements, At the end
‘of the movement, the pump discharge tapers off. It does not cease abruptly
2s with constant delivery pumps, which have valve contra
‘SWASH PLATE AXIAL CYLINDER PUMP
‘The pump has a circular cylinder block with axal cylinders disposed on a pitch
Circle around a central bore which is machined with spines to sute the input asswA Oninsis
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‘CROSSHEAD ARRANGEMENT shaft with which it revolves, The individual cyinders are parallel with the
shat, with one end of each terminating in a drilled port at the end ofthe block.
This face bears against stationary valve plate and is maintained in contact
by spring pressure. The spring compensates automatically for wear. External
pipes to the steering cylinders connect sem-ciroular ports inthe valve plate in
line with those from the cylinders. The connection is often clrect to the
cylinders for two ram gears.
‘The input shaft through a universal joint drives tne cylinder barrel, The valve
plate contact springs are supplemented by hydraulic pressure. Each cylinder
Contains a piston, connected by a double ball-ended rod to a socket ring
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2 © amen @ sear within the body, forces al of the powder through the discharge nozzle. The
powder penetrates the flame as a cloud of fine dust that appears to interfere
with the chemistry of combustion. The heat of the fire will cause the sodium
Carbonate to decompose and produce carton dioxide which, helps to smother
the fire. The decomposition in teking heat gives some cooling effect. The
extinguisher discharges in 15 seconds and has a range of 3104 metres. Itis
important to aim the appliance accurately. The operating pressure of the
‘extinguisher is high and is hydraulcaly tested to 35 bar before being initially
Bu into service and then at prescribed periods to comply withthe
Classification Societies rules for fre equipment perioic survey requirements,
Dry powder extinguishers are particulary suitable for extinguishing fires in
electrical equipment and switchboards as the powder is dry, not electrielly
Conductive and acts 60 mm length plus 8 washers,
FIRE MAINS.
‘The fre main extends to the full length ofthe vessel and from the machinery
‘space to the highest level. Hycrants served by the main are situated so that
with suitable hoses, any part ofthe ship can be reached, The diameter of the
fire mains shall be sufficient to enable an adequate supply of water to be
;Provided forthe simultaneous operation of atleast two fire hoses and for tha
projection of two powerful jets of water. One hose atleast is provided for
‘each hydrant and the length of each hose should nat exceed 18 metres:
‘otherwise the hoses become too cumbersome to handle, Hoses are keptin a
fire hose reel cabinet painted red and located adjacent tothe fire hydrant.
FIRE PUMPS
(On most vessels there are two electric driven independent pumps with
‘connections into the fre main and the pumps may be used for other duties
‘such as ballast and general services. A designated independent emergency
ese driven fire pump is located ina space outside the engine room
‘compartment and has a connection into the fre main at main deck level. An
‘alternative power source for the emergency fire pump can be from an
‘emergency generator also located outside the engine room. There is a sorow
{down isolating valve located at main deck level so thatthe there is provision
to isolate the engine room fire main from the deck main (or vice versa) in the
‘event ofthe fre main becoming ruptured. The emergency ire pump must
have fue! for at least 12 hours and be capable of being stariad indepandertly
from the main generators. ~
MAINTENANCE AND TESTING.
‘Weekly and before voyage commences: -
Start up emergency engineroom fre pumps
‘+ Test hydrant, inspect hoses and nozzle,
‘+ Ensure special spanners and gaskets are in fre hose boxes,
= Test fie alarms, + Check all portable fire extinguishers. Ensure locking pins and security
seals are in place and fully charged. Check pressure gauges
‘© Shake up dry powder extinguishers. Operate all remote stops on fuel
pumps, lube oil pumps and ol purifiers,
‘© Operate fue! oll and lube ol tank trips and extended spindles.
‘© Check that fireman's outfits are complete and are in good order
‘© Check intemational couplings are in their boxes including thei nuts, bolts
‘and washers
‘+ Check fire alarms throughout the ship including the alarms forthe fixed
installation in the engineroom
‘+ Check all vent flaps in the engine room, galley and accommodation,
Ensure they are free to close,
Annually
‘= Service al fire extinguishers, Usually done by an approved contractor
‘+ Biow through all ine with compressed air on fixed gas smothering
systems,
‘© System checks, Bottles fll
‘Accumulation of fuel such as LPG which has leaked from @ cooking
‘ylinder, o an cil or fuel leak, has the potential to form an explosive mixture
‘when mixed with air. Al the mixture needs to setit offs a spark from an’
¢lectrcal circuit or the mixture coming in contact with a hot exhaust pipe. Oil
‘and LPG vapours tend to settle atthe lowest point of a vessel and therefor
they are not self venting. Vessels that have been layed up for some time will
‘accumulate oll vapours from oil leaks from the engine and residual olin the
biiges,
Enclosed spaces should always be vented before you enter. Rusty tanks or
‘barges will absorb all life supporting oxygen. Oil vapours in fuel tanks will not
‘support life and they are also potentially explosive, |
Ifyou become unconscious in a confined you expose your rescuers to risk
also,
BASIC FIRE FIGHTING TECHNIQUES
Depending on the nature ofthe fre, the techniques can vary significantly.
‘+ Try and isolate the fre, switch off power or shut off fuel or LPG if this is
feeding the fire
‘+ Use the appropriate extinguisher forthe class of fire
‘+ Exclude the air supply tothe fre, smother with a blanket, close vent flaps
shutoff fans,
‘+ Ifthe engineroom is isolated and can not be entered, boundary cooling
‘with @ hose on the outside of vessel and the forward and aft bulkhead.
eciase noe Pageants ‘CARBON DIOXIDE FIRE EXTINGUISHING INSTALLATIONS.
Fire extinguishing installations employing CO; stored in steel batles, under
pressure at ambient temperature. They are extensively used to protect ships
tengine rooms and cargo spaces. When released, the CO; is distributed
throughout the compartment, 0 diminishing the oxygen content and.
rendering the atmosphere inert.
‘Additional COz may be required for machinery spaces containing large aic
receivers because air released from the receivers thraugh the fusible plugs or
safety valve, would increase the oxygen content in the space,
Description,
“The high-pressure carbon dioxide system is supplied from carbon dioxide
storage bottles, which are opened by a servo-piston operated gang release. It
thas a builtin safety feature to protect against accidental release and is
‘provided by the master vaive on the pipe to the engine room distribution
ozzles,
‘The system is used ita fire develops and is severe enough to force the
‘evacuation of a machinery or cargo space.
‘The control cabinet has an alarm incorporated in the door so that if there are
personnel stil inthe space, can be alerted orf someone is tampering withthe
system, the staff can again be alerted,
C02 will not suppor ife and therefore its essential thatthe space is totally
evacuated, all the accesses closed off and the fans and other ventiation aids
shut down before the gas s released, The design ofthe system must be such
that it wil release 85% ofthe gas into the space within two minutes of
activating the system
Operation
‘The actuating handle opens the plot cylinders of CO» The gas from the
Cylinders pushes the piston in the servo-cyinder down, to operate the gang
release of the other bottles. The bottle valves are usually ofthe quick release
type where a cutter breaks the combined seal and bursting disc. The latter is
hollow for passing iquid CO; to the discharge pipe.
{An alternative type of quick release valve is held in place by hinged linkage
‘arrangement untl released
Bottle pressure is about 52 bar and should not be stored in areas where the
temperature is above 55° C. The seal / bursting disc rupture at about 177 bar
caused by temperatures of 63° C. A master valve prevents CO: released in
this way from reaching the engine room. Gas is released by the relict
arrangement on the manifold, into the CO. space where the fire would be
‘extinguished.
‘The closing of all engine room openings and vent flaps is most important and
\ill prevent combustion supporting ar entering the space. All fans and fuel
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2 Carbon dioxide system pumps can be shut down remotely as can valves on fuel pipes from fuel
Service and storage tanks,
Testing of the System.
‘The system should be tested and checked on a regular basis. The normal
‘method of ensuring the botles ae fll s to weigh them and compare them
with the known full weight. Alternatively, the quid level can be determined by
Using a special instrument with @ radioactive source and a Geiger-Muller
‘counter to detect the gas / liquid interface, The alarms can be tested by
larrangement with other engine room staf Ensure that the lever mechanisms
are not seized and the linkages are all connected
FIRE PREVENTION SAFETY DEVICES,
Tank vents,
vary tank is vented to atmosphere above the main deck. When a tank is
being filled with fuel o, the incoming fuel forces the air and gas vapour inside
the tank out. Ifa flame or spark comes in contact withthe ol or gas vapour it
Could catch fre. Inversely, if there was a fire on deck, flame could enter the
fuel tank. To reduce the incidence of these situations occurring, copper
{gauze in the shape of a cone is ited tothe gooseneck section the vent pipe.
Because copper is a good heat conductor, any heat inthe vicinity of the
{gooseneck is dissipated by the copper, thus reducing the possibility of flame
entering the fuel tank,
Overflow Tank
‘The purpose of this tank sto take the oil that may overfiow when filing
another oll tank There are times when a vessel is taking on fuel at a bunker
port, thatthe fuel is gaseous or has air bubbles trapped in it ort may be
heated so that it is viscous enough to be pumped. Whatever the situation is, it
{is sometimes dificult to got an accurate sounding of the tank curing filing
\Where ol is being purified into a daily service tank, the overflow is connected
to the overfiow tank in case the tank filing is neglected or unnoticed for a
period. The overflow tank is fited with an alarm but the tank should be
Sounded watch and any ol transferred as soon as possible,
Quick Closing Valves
“These valves are ited to all deep fuel tanks, settling tanks, daily service
tanks and any other fuel tank that wil gravitate into the engineroom if
fractured or destroyed, They are designed so that they can be closed quickly
ian emergency by hand usually one turn or by collapsing the bridge. They
can be closed remotely from outside the engineroom either by atrip wire or
hydraulically. In he event ofa fire in the engineroom that requires @ rapid
‘evacuation, the valves can be shutoff thus preventing the cil feeding the fre
‘Sounding Pipes
Al fuel and water tanks have a vertical standpipe with a weighted cock
terminating atthe main deck. This devise i used for sounding the tank with a
solid rod or a flexible weighted steel tape and is in addition to the remote sounding gauge. Ifthe pipe could not be sealed seawater could enter the
tank either in rough weather or if the vessel developed a list and part of the
main deck was under water. The cock must be closed at all imes except
‘when sounding the tank from the deck
DANGERS OF OIL AND GAS LEAKAGE
High Pressure Oil Leaks
When high-pressure oil leaks into the machinery space or on deck it atomises
into fine spray particles or ol mist and in some cases, itis simular to a diesel
injector for an engine. ‘Some high-pressure fluids used in hydraulic systems
Use flame retardant ol, however f the high pressure ol sprayed onto an
exhaust pipe or onto 2 welding electrode, it wll cause a fre
Petroleum Products
‘These are neurological toxic to the body by breathing high concentrations or
dermatitis and other skin diseases can develop by prolonged skin contact.
SLIPPING AND DRYDOCKING
Drydocking and slipping is an expensive exercise to undertake both in
manpower and down time ofthe ship.
‘Therefor, itis important to have the vessel out of service for the least time as
possible and to make sure the core time is devoted to repair, upgrading,
‘modifying, survey, paint and replace items on the vessel. Only work that can
‘not be done while the ship is out ofthe water should be included in the work
list,
Examples
Hull survey: check for damage, cracking, corrosion, leaks, and condition of
paint
Rudder survey or inspection: pintle wear, cracks, and corrosion, travel port
and starboard
Propeller. check condiion of blades for erosion, corrosion, damage, bent tips
‘Sea Suction Strainers: check condition of grates and zinc plates. Repair or
renew ifnecessary
Cathodic Protection: check condition of zine plates. Replace where
ecassary
‘Sea Valves: survey and overhaul
Anchor Chain: draw out, examine and anneal if necessary, check secure
‘errangement with anchor.
Tail Shaft: check wear down with poker gauge or dial gauge.
‘Seawater and Oil Seals: check condition of seal assembly and the rubbing
strip on the tail shat
wecisss oe Pages tt ‘Sonar Equipment: check condition of sonar dome.
Rope guards: check their condition and ensure they are adequately secured
DRYDOCKING
Itis important that the stablity condition of the vessel is sound and stable
before attempting to proceed any further. The vessel must be in the same
Condition when the vessel isto undocked.
PROCEDURES
When the vessel leaves the water and is about to enter the drydock or be
floated onto the slipping cradle the folowing procedures should be noted
‘+ Ensure all tanks are sounded and logged in E R logbook. Press up tanks
where possible.
‘+ Note where all the movable heavy equipment is stored
‘+ Trim ship F & A, And and Astern
‘+ Ensure shore side cooling water is connected into ships system if itis
Intended to run generators and reigeration plantin the dock
‘+ Ensure there is a firefighting supply that ean be connected into the ships
hydrant system
‘+ Ensure tata fire engine has clear driving access tothe vessel at ll mes.
‘= Stop generator and main engine before cooling water suction is lost
‘+ Arrange for a telephone to be installed in the ships office or a cal phone is
availabe,
‘+ Display a list of emergency numbers in a prominent place in the phone
booth,
‘+ Ensure the ship is square to the blocks and the blocks are clear of the
Underwater detecting goar.
‘+ Shore and support of the vessel adequately,
Ensure ship is earthed correctly
‘© That there is shore power available if necessary.
PRIOR TO THE VESSEL RE-ENTERING THE WATER.
‘+ Check all repairs: - hull, tailshaft, rudder, prop, sonar, bow thruster, rope
uards, gratings over sea suctions, cathodic protection anodes, anchor is
Stowed correctly.
‘+ Move rudder through all ts angles. Turn engines with turing gear at least
‘one complete revolution and check lip seals for oil leakage. Listen for
abnormal vibrations and noise,
* Check E R repairs: -Sea suction and overboard. discharge. Valves, tall
shafts oll and seal, fre-ighting gear isin place,
‘+ Check that tank soundings are the same as when leaving the water and
the heavy gear is stil in the same place. There are no additional heavy
loads,
Inspection of the hull should be carried out as soon as the vessel is secure
‘and safe to walk around. The inspection should include the noting of any ‘obvious dents, cracking, missing grates, water and oll leaks from hull, missing
cathodic protection, damage to the prop and rudder, oil leaking from the lip
seals
‘STRUCTURAL ALTERATIONS.
Where siructural alterations are carried out, no matter how small, the
‘appropriate authorities are to be notified and the change in design should be
checked with a qualified naval architect, who is familiar with fishing vessels. If
the alterations have been carried while the vessel isin drydock or on the
slipway, itis most important that you receive copies of satisfactory authentic
stability curves and written approval for the alterations from the Martime
Safety Authority prior to refloating the ship.
MARINE ENGINEER CLASS 5
ENGINEERING KNOWLEDGE-MOTOR
ENGINE PRINCIPLES
DIESEL ENGINES
The diesel engine and petrol engines are internal-combustion engines
because the fuel is burned inside the cylinders and produces power by
‘moving pistons
The engines have cylinders, each of which i fited with pistons. The pistons
are attached by connecting rods to a crankshaft that turns when the pistons
‘move up and down in the cylinder. The top of each cylinder is closed by =
cylinder head. In the space between the cylinder head and the top of the
piston, the engine burns a mixture of fuel and air. The heat released by
‘Combustion and the resulting high temperature causes the combustion gases
to increase in pressure and push against the top ofthe piston. This makes
the piston move downwards in the cylinder and tum the crankshaft. To
prevent melting of the metal exposed tothe high temperatures in the
‘Combustion space, the engines are cooled by water and in some types, by ar.
ENGINE CYCLES
‘Acrangements are made for geting air and fuel nto the cylinder, igniting the
fuel, permitting the hot gasses to expand and do work on the piston, and then
‘expelling the burned gases to prepare the way forthe next power impulse.
Both diesel and petrol engines are made to operate that requires four strokes
of apiston, This is calod a four-stroke cycle. ae 2- STROKE INLET VALVE
‘OPEN.
(A) (B)
PISTON AT TOP OF STROKE PISTON DESCENDING.
INLET VALVE OPEN INLET VALVE OPEN.
ATU INTAKE BEGINS. AIR BEING TAKEN IN
(c) (D)
PISTON AT BOTTOM OF STROKE a PISTON RISING
“ALL VALVES CLOSED ALL WALVES CLOSED
‘Alt INTAKE ENDED ‘AIR BEING COMPRESSED
COMPRESSION BEGINS
VIEWS A,8,¢ SHOW THE INTAKE STROKE INJECTION NOZZLE
DELIVERING
OILSPRAY § Zitz
BURNING
MUXTORE
oN
(E) (F)
PISTOD AT TOF *°= STROKE PISTON DESCENDING.
INLET AND EXHAUST VALVES CLOSED ALL VALVES CLOSED
INJECTION NOZZLF SPRAYING OIL HOT GASES FORCING
INTO AR PISTON DOWN
SPENT GASES.
SPENT GASES FORCED FROM,
es
rah ERR
‘OPEN
(G) (H)
PISTON AT BOTTOM OF STROKE PISTON RISING,
EXHAUST VALVE OPEN. “EXHAUST VALVE OPEN
SPENT GASES RELEASED SPENT GASES BEING
FoRceD OUT
EXHAUST STROKE Other engines operate on a two-stroke cycle in which all events are
‘Completed in one down and one up stroke of the piston,
FOUR-STROKE CYCLE
The four-stroke cycle is completed in four strokes ofthe piston, or two
revolutions of the ccankshaft. In order to operate this cycle the engine
requires a mechanism to open and close the inlet and exhaust valves,
Consider the piston atthe top of its stroke, 2 postion known as top dead
Contra (TDC). Soe fig A. The init valve opens and fresh air is drawn in as
the piston moves down (Fig B). At the bottom of the stroke, ie. bottom ded
Contre (BDC), the inlet valve closes and the air in the cylinder is compressed
{and consequently raised in temperature as the piston nses (Fig C and D).
Fuel is injected as the piston reaches top dead cenire and combustion takes
place, producing very high pressure in the gases (Fig E). The piston is now
forced down by these gases and at bottom ded centre the exhaust valve
‘opens. (Fig G) The final stroke is the exhausting of the burnt gases as the
piston rises to top dead centre to complete the cycle (Figure H)), The four
distinct strokes are known as ‘inlet (or suction), ‘compression’, ‘power’ (or
working stroke) and ‘exhaust
‘These events are shown diagrammatically ona timing diagram attached. The
angle ofthe crank at which each operation takes place is shown as well as
the period of the operation in degrees. This diagram is more correctly
representative ofthe actual cycie than the simplified explanation given in
describing the four-stroke cycle. For diferent engine designs the different
‘angles will vary, but the diagram is typical
‘TWO STROKE CYCLE
The two-stoke cycle is completed in two strokes of the piston or one revolution
‘ofthe crankshaft. In order to operate this cycle where each event is
‘accomplished in avery short time, the engine requires a number of special
frangements. Fist, the fresh air must be forced in under pressure. The
incoming air is used to clean out or scavenge the exhaust gases and then to
fill or charge the space with fresh air. Instead of valves, holes known as.
‘ports, are used which are opened and closed by the sides ofthe piston as it
moves,
Consider the piston atthe bottom of the stroke, just starting up (fig A). The
intake ports are open and so are the exhaust valves. Airis blowing in through
the inlet ports and pushes exhaust gasses, left over from the previous cycle,
‘out through the exhaust valves
When the piston has risen about a quarter ofthe way up, the exhaust valve
will close and the inlet port will be covered. The exhaust gas will have all
been blown out and the cylinder wil be full of fresh air. The rest of the upward stroke is en ordinary compression stroke, which squeezes the ir into a smell
‘Space atthe top. (Fig B)
Just before the piston reaches its top positon (top dead center the fuel
‘nozzle shoots a spray fuel into the chamber, whichis full of hot compressed
air. Ignition and expansion takes place just as in a four-cycle engine and the
piston starts down on its power stroke. (Fig C) About three-quarters ofthe
‘ay down the exhaust valve opens and the exhaust gases (which are stil
under some pressure) escape. As the piston descends further, it uncovers
the inlet port, and fresh air is again blown into the cylinder. (Fig D)
‘As mentioned before this helps to push the exhaust gases out, or savenges
them, It aso fls the cylinder with fresh air. The piston reaches its bottom
position and the cycie is completed, all in one revolution
‘We can not use the piston to push the exhaust gases out, so we have to blow
them out with air under pressure. We can not draw airin by the movement of
the piston, 60 it has to be forces in
‘A blower, either mechanically driven from the crankshaft or a gas turbine
blower driven from waste exhaust gases, takes care of both these
requirements,
‘SUPERCHARGING
‘The purpose of supercharging isto cram more air into the oyfinder so that
‘more fuel can be bumed and the engine output boosted. This is done by
forcing air into the cylinder of the engine substantially above atmospheric
pressure (at least 6 psi above)
‘SCAVENGING
“The scavenging process in a two-cycle engine uses a blast of air to push ut
the spent gases and replaces them with fresh air at approximately
‘atmospheric pressure
‘Supercharging, whether in a two-cycle or four-cycie engine, goes a step
further and packs the cylinder with sill more fresh air
VALVE TERMINOLOGY
Valve overiap means the period when the inlet and exhaust valves are open
‘simultaneously. It limits the temperatures ofthe het engine parts particulary
Con turbocharger blades and exhaust valves,
Variable start injection means thatthe point ofnjection is varied as the load
increases, which minimises the effect of fuel ignition delay. It is generally provided
bby having 2 machined edge on tp ofthe fel plunger as opposed tothe plunger top
face being dead lat. Another method is to rse or lower the fuel pump barrel while
the pump plunger travel remains the same. This has the effet of moving the fuel
‘supply and spill ports in elation to the top ofthe plunger
‘Timing of the exhaust valve opening is chosen to promote rapid blowdown
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vacue Sean
YAS GUNS
valve Gear Pomp
‘This pump (fig. 114) has a round housing witha smaller, round
rotor placed off centre, The rotor bas a sot in which a pair of
anes (or rotor Blades) is ited; te vanes are held aginst the
‘ound housing by spring pressure,
‘As the rotor tums, tbe chambers on each side of the rotor vary
in volume constantly, eo that cil is draw ia at one sie, raped.
snd then caried rovnd to the opposite de of the housing, fom
Which itis squeezed out under pressure piston reaches bottom dead centre (BDC), thus reducing the eneray
‘consumed by the exhaust stroke.
‘Timing of the exhaust valve closure maximises the induction of fresh air
‘and improves combustion
PARTS OF ENGINES
Bedplate Foundation for engine
Entablature “The outside casing which houses the cylinders and water
jackets
Crankcase “The space which houses the evank shaft
Lube oll pump “The pump which supplies pressurised cl to the bearings and
oylinders
Crankshaft ‘The shaft to which the engine torque is applied
‘Main bearings Grankshaft support bearings
‘Connecting rod ‘The rod to which the piston is connected
Bottom end bearing Connecting rod support besring
‘Gudgeon pin ‘The pin connecting the top end of the connecting ro to the
piston
Piston ‘Absorbs the energy from the combustion process and
transfers it tothe con rod
Cylinder ‘The housing in which the piston moves up and down
Cam shaft ‘The shaft wth cams which operates the sequencing ofthe
valve openings and fuel timing
(Cam shaft bearings Support bearings for the camshaft
Timing gears /chain The gears or chain which drives the camshaft from the
crankshaft
Cylinder head ‘The cast iron block which houses the exhaust. and inlet
valves, injectors and rocker gear
Exhaust valve ‘The poppet valve which opens to allow the exhaust. gases to
evacuate the cylinder
Intet valve ‘The poppet valve which opens to allow the cylinder to be
charged with fresh air,
Rocker arms: Part ofthe lever type gear which opens the inlet and exhaust
valves in a timed sequence
Push rods ‘The rods which transfer the cam motion to the rocker arm
Fuel pumps: ‘The pumps which draw fuel from the fuel tank, pressurises it
‘and deliver ito the injector
Fuel injactors ‘The valve which atomises the fuel and injects the fuel tothe
‘combustion space in the cylinder
Air Start valve ‘The valve which is opened by the cam shaft and admits
‘compressed air tothe cylinder
Cooling water pump The pump which circulates water around the cylinders, and
cylinder head to attain even temp,
Exhaust manifold The pipe work which leads the exhaust gas from each
Me cLAss toe Page enor cylinder to a common exhaust pipe
Inlet manifold “The pipe work connected tothe air fiter assembly and the
inlet valve ports in the cylinder. Head
Governor “The device which applies the set speed contralto the engine
Air filter ‘The fter situated atthe air inlet zone to the engine
Fu! filter Situated between the fuel tank and the fuel pump
FUEL AND FUEL SYSTEM
‘The basic fuel system for a small vessel consists of a fuel tank, fue! iter fuel
pump, and injectors,
Fuel Tank
‘The fuel tank has the following fitings
‘+ Filling pipe with the pipe terminating close tothe bottom of the tank
‘+ Vent pipe venting above the main deck. A flame trap and a non-return
vale is incorporated in the vent assembly
‘+ Fuollevel gauge
‘+ Suction valve withthe suction pipe above the bottom of the tank to prevent
sludge being dawn into the suction line, The suction valve can be
‘operated from within the engine room and also from the main deck. (can
be shut off in case of fre)
‘+ Inspection opening to allow the interior of the tank to be inspected for
defects.
‘+ Drain valve to allow sludge and water to be drained from the bottom of the
tank, The impurities must not be drained into the bilge. It should be
Collected in a buckot and emptied into @ waste ol tank. The drain valve
should be of a type that it must be manually held open to operate and self-
closing,
‘+ Constructed of mild stee), stainless stee!, aluminium or G.R.P.and can be
square, round, rectangular or to fit @ shape. Must be strong enough to
stand fuel head pressure.
Fuel Fitters
itis important that fuel fters are incorporated in the fuel suction line to
‘eliminate impurities in the fuel that have an adverse effect on the fuel pump
{and injectors. Its equally important to change the fuel ters at the makers
recommended intervals (Say every 1500 haurs of engine running). Fiters are
{designed to remove sold particles that are mixed in wth the fuel. Generally
they will not remove suspended sludge as this is ether removed by @
Centrifuge or by allowing the fuel to stand in a setiing tank and if the sludge is
heavier than the fuel it wil fll to the bottom ofthe tank. Most fuolfiters are disposable elements that can not be cleaned. When
changing the element ensure that th filter bow is cleaned out and thet the air
is bled out through the air vent on the top of the cover.
On starting the engine, you id that the engine runs erratically, the fuel
system should be further bled atthe fuel pump vent screws. It ay be found
Necessary to slacken off the injector pipe atthe injector inlet to remove air that
‘may be in the injector pipe. Care must be taken to capture fuel that leaks out
ofthe vents as this will end up in the bllges and become a fire hazard
FUEL SYSTEM OPERATION
Diesel engines. Fucl is drawn from the dally service tank through the fiters
to the suction side of the fuel pump. The pump draws inthe fuel through the
fuel pump suction where itis pressurised and discharges to the injactor. The
pressure generated by the positive displacement ofthe fuel pump is sufficient
te atomise through the injector nozzle and inject into the combustion chamber.
‘Some of the unwanted fuel discharges through the fuel pump spill port where.
itis piped back to the fue! tank.
Operation of Fuel Pump
Tho pump consists of a cam operated, single acting plunger of fixed stroke, A
helical spring is fied to return the plunger on its down stroke and to maintain
Contact of the follower on the cam,
Ful delivery commences at a fixed point on the up stroke when the top edge
Of the plunger blanks off the suction point. A helix or scroll is machined on the
plunger and delivery of fuel ceases on the up stroke, when the curved surface
Of the helix uncovers the suction port. This alows the fuel pressure above the
plunger to fall to the suction pressure through a vertical slat or hole.
‘The vertical length ofthe helix regulates the quantity of fuel where itis inline
with the suction port. Rotating the plunger may ater this setting,
‘rack is fited tothe pump to engage with a pinion machined on the outside
of a sleeve, The movement ofthe rack can rotate the plunger
‘The fuel cam wil raise the plunger at a rate required to buld up fuel pressure
and maintain this forthe corresponding period to operate the fuel injector.
‘Since the pump only discharges on its up straka, only one flank of the cam
‘operates the timing. The taling flank ofthe cam returns the plunger to the
bottom of the stroke to allow the chamber to ref
Timing is controled by the relative angular position of the cam peak to the
crankshatt. Moving the cam with respect to the shaft makes agjustments.
(Other adjustments can be made by lowering or raising the pump plunger in
respect tothe follower, Raising the plunger will make cul off ofthe fuel
suction port and corresponding fuel injection earlier, while lowering the
plunger will make these later. Alternatively the fuel pump casing itself may be Fig 18.45 American Bosch 6-elemen WILSAS 14nd OVERHEAD VALVE ASSEMBLY
qavoer ADJUSTER:
RecuER RM
vacue Sean,
vawie Guyane
vate
