Lesson THE FLEXIBLE COUPLINGS
Couplings, clutches and gearboxes of a marine diesel engine
Couplings, clutches and gearboxes:
The diesel engine is a type of internal combustion engine which ignites the fuel by injecting it
into hot, high-pressure air in a combustion chamber. In common with all internal
combustion engines the diesel engine operates with a fixed sequence of events, which may
be achieved either in four strokes or two, a stroke being the travel of the piston between its
extreme points. Each stroke is accomplished in half a revolution of the crankshaft.
QUESTIONS :
Where the shaft speed of a medium-speed diesel engine is not suitable for its application,
e.g. where a low speed drive for a propeller is required, a gearbox must be provided.
Between the engine and gearbox it is usual to fit some form of flexible coupling to dampen
out vibrations. There is also often a need for a clutch to disconnect the engine from the
gearbox.
QUESTIONS :
Couplings
Elastic or flexible couplings allow slight misalignment and damp out or remove torque
variations from the engine. The coupling may in addition function as a clutch or
disconnecting device.
Couplings may be mechanical, electrical, hydraulic or pneumatic in operation. It is usual to
combine the function of clutch with a coupling and this is not readily possible with the
mechanical coupling.
Fig: Hydraulic couplings
QUESTIONS : 1) What is a thrust bearing and what is it function ?
2) how the oil supply is driven in this sketch ?
Fig: Plate type clutch
question2 :
explain the actions in this sketch using the mechanical verbs and terms
Clutches
A clutch is a device to connect or separate a driving unit from the unit it drives. With
two engines connected to a gearbox a clutch enables one or both engines to be run,
and facilitates reversing of the engine.
The hydraulic or fluid coupling uses oil to connect the driving section or impeller with
the driven section or runner. No wear will thus take place between these two, and
the clutch operates smoothly. The runner and impeller have pockets that face each
other which are filled with oil as they rotate. The engine driven impeller provides
kinetic energy to the oil which transmits the drive to the runner. Thrust bearings
must be provided on either side of the coupling because of the axial thrust developed
by this coupling.
A plate-type clutch consists of pressure plates and clutch plates arranged in a clutch
spider . A forward and an aft clutch assembly are provided, and an externally
mounted selector valve assembly is the control device which hydraulically engages
the desired clutch. The forward clutch assembly is made up of the input shaft and the
forward clutch spider. The input shaft includes the forward driven gear and, at its
extreme end, a hub with the steel pressure plates of the forward clutch assembly
spline-connected, i.e. free to slide. Thus when the input shaft turns, the forward
driven gear and the forward clutch pressure plates will rotate. The forward clutch
plates are positioned between the pressure plates and are spline-connected to the
forward clutch spider or housing. This forward clutch spider forms part of the
forward pinion assembly which surrounds but does not touch the input shaft.
The construction of the reverse clutch spider is similar. Both the forward and reverse
pinions are in constant mesh with the output gear wheel which rotates the output
shaft. In the neutral position the engine is rotating the input shaft and both driven
gear wheels, but not the output shaft. When the clutch selector valve is moved to the
ahead position, a piston assembly moves the clutch plates and pressure plates into
contact. A friction grip is created between the smooth pressure plate and the clutch
plate linings and the forward pinion rotates.
The forward pinion drives the output shaft and forward propulsion will occur. The
procedure when the selector valve is moved to the astern position is similar but now
the reverse pinion drives the output shaft in the opposite direction.
Gearboxes
The gearing arrangement used to reduce the medium-speed engine drive down to
suitable propeller revolutions is always single reduction and usually single helical.
Reduction ratios range from about 2:1 to 4:1 on modern installations.
Thrust Block
The clearances between the thrust pads and the thrust collar must be checked at
intervals not exceeding those recommended by the component manufacturer.
Where there are no manufacturer’s instructions this interval should not exceed 12
months, unless instructed otherwise by the management office.
The condition of the thrust collar surfaces must also be noted. With thrust blocks
having a separate lubrication arrangement (i.e. not connected with the main
lubrication system) the condition of the oil must be watched and the sump must be
cleaned out when any signs of sludge are present. The condition of the cooling coils
fitted in the sump must also be checked, and noted. The oil pressure alarms and
filters, if any are fitted, must also be kept in good order.
Shaft Bearings
The oil in the propeller shaft bearings must be kept in good condition and the cooling
water connections kept in good working order. If any of these bearings tend to
overheat, a note to this effect should be made in the log book.
Main Engine Bracing
Main Engine top or side bracing is to be examined at regular intervals and the result
of the inspection to be recorded in the Planned Maintenance System. Any damage to
the bracing attachment or mechanism is to be reported to the relevant Management
Office.
