OBJECTIVES

Accurately identify the

structural parts of a diesel
engine
Correctly state the function of
each part of a diesel engine
Explain in detail the cycle of
operation in a two-stroke
engine
Explain in detail the cycle of
operation in a four-stroke
engine; and
Explain in detail the basic
differences between the four-
stroke and the two-stroke
diesel engine
THE DIESEL ENGINE
Diesel engines are
widely used as stationary
power sources for
electrical generation units,
pumping stations,
refrigeration facilities and
factories. Heavy
construction equipment,
locomotives, commercial
trucks and some large
pickups are powered by
diesels.
Main Propulsion Diesel
Engine
Inventor of the diesel
engine. It is a type of
internal combustion engine
in which heat caused by air
compression ignites the
fuel. At the instant fuel is
injected into a diesel
engines combustion
chambers, the air inside is
hot enough to ignite the fuel
on contact. Diesel engines,
therefore, do not need
spark plugs, which are
required to ignite the air-fuel
mixture in gasoline engines.
TWO-STROKE FOUR-STROKE
The Two-Stroke Diesel Engine
It takes 2 stroke to
complete a power
cycle: one-stroke
down, one-stroke up,
resulting in one turn of
the crankshaft.
The two-stroke is
about 1.8:1 more
powerful than a four-
stroke engine of
similar weight
It allows the engine to burn Heavy Fuel Oil (HFO)
efficiently.
This slow speed, around 100 rpm allows a direct coupling
of the propellers shaft to the crankshaft, eliminating the
need for gearing and such.
It has less complicated design, NO INTAKE VALVES
which reduces the possibility of things failing.
of Switzerland


of Denmark


Kawasaki of Japan
Hyundai of Korea
Ficantieri Naval of Italy
With the piston in
the Bottom Dead Center
(BDC), with the air
intake ports uncovered
to let in fresh air and the
exhaust valve open to
remove the by-products
of combustion from the
previous cycle.
The piston travels
upwards and covers the
intake ports while the
exhaust valve closes. The
trapped air is then
compressed from its original
volume to a fraction of it,
generally anywhere from
17:1 to 23:1 with a pressure
of about 35-42 bar at the
end of compression. The
airs volume reduction
crushes the air molecules
together and builds up heat
(approximately 540C)
As the fuel is being injected
into the cylinder, which being broken
up into the form of fine spray, readily
mixes with the hot air, burns and
gives out heat. The fuel is injected at
a such rate that the pressure of the
gases inside the cylinder is kept
constant during combustion as the
piston moves forward. When the fuel
is cut off about one-tenth of the
downward stroke, the hot gases
contains sufficient heat energy to
continue to do work on the piston and
push it forward towards the end of the
stroke, the gases consequently falling
in pressure as they expand.
The piston continues to
move down and just prior to
uncovering the air intake ports
near the bottom of the cylinder,
the exhaust valve opens,
releasing the pressure inside the
cylinder. The exhaust gases at
this stage are about 600C. The
continued downward travel of the
piston uncovers the inlet ports,
where positively charged airs, 30
to 70kPa, provides a scavenging
effect to drive exhaust gases out
through the exhaust valve. This
action not only clears the cylinder
of spent gases but also cools the
cylinder. The cycle begins a new
once the piston reaches the
bottom dead center (BDC).
Points 1 to 2 shows the
fuel injection stage
Points 2 to 3 shows the
expansion of gases
stage or the power
stroke
Points 3 to 5 covers the
exhaust stage (this stage
overlaps with the
scavenging stage; points
4 to 5)
Points 4 to 6 the Air
intake stage
Points 6 to 1 the
compression stage
The Four-stroke Diesel Engine
The cylinder liner does
not have Air inlet ports
The combustion air
being drawn into the
cylinder by the piston
The action is controlled
by an Inlet Valve in the
cylinder head
The four strokes are
called Naturally
Aspirated Engines
Naturally aspirated engines draw air into the
engine through an air intake, which depends on creating a
vacuum to feed air into the engines intake manifold as
needed. The only way to increase airflow to a naturally
aspirated engine is to either replace the stock air filter with
one that is less restrictive or to install a high-flow
aftermarket air intake. The benefit of a naturally aspirated
engine is that they are in general more reliable than forced
induction engines, or engines that rely on a turbo or
supercharger. The big drawback is that to have a high-
output naturally aspirated car usually means having a
large, heavy and gas guzzling engine.
The cycle
comprises of two
crankshaft rotations and
four changes of
direction by the piston.
At top dead center
(TDC) the inlet valve is
open allowing air to flow
inside the cylinder. The
downward action of the
piston creates a
vacuum which draws air
into the cylinder.
Shortly before the
piston reaches bottom
dead center (BDC), the
inlet valve closes. The
piston at BDC begins its
upward travel,
beginning the
compression stroke.
The fuel is injected
into the cylinder in the
form of fine spray through
the fuel valve; it mixes
with the hot air and burn
rapidly. The fuel is
admitter a few degrees
before top dead center of
the crank to give it time to
reach full combustion for
the beginning of the
stroke and the valve
remains open for about
one-tenth of the
downward stroke.
In the pure diesel cycle, the rate of admission of
oil is controlled so that the heat involve maintains the
pressure constant while the piston is moving down
during the combustion period. This is called Constant
Pressure Cycle.
When the fuel is shut off, the gases continues to
push the piston down and the pressure consequently
falls as the piston moves towards the end of this
stroke. This is called the Expansion period of the power
stroke.
At the end of the fuel combustion and beginning
expansion, the temperature of the gases has probably
risen to about 1650C. Near the end of this stroke, when
the pressure has fallen to be of little further use, the
exhaust valve opens.
The exhaust valve
is open, piston moving
up, and the gases are
being expelled from the
cylinder. At the end of
this stroke, the exhaust
valve closes and the air
intake valve opens to
begin the cycle of
operations over again.
Intake stroke points
1 to 2
Compression Stroke
points 2 to 3
Fuel injection stage
points 3 to 4
Which begins at about
10 degrees before TDC
and ends about 35 to 40
degrees after TDC.
Power Stroke points 4
to 5
Structural Parts of a Diesel Engine
Cylinder heads are exposed to maximum gas
pressures and temperatures. They must therefore have
adequate strength and cooling. This results in complex
structures of strengthening ribs and cooling water
passages. The design of heads is further complicated
by the need to house various valves, fuel, air start,
relief, etc. where exhaust valves are situated in the
head, the structure design has to take into account the
relatively high local temperatures around the valve
which can cause thermal stressing. The combustion
chamber may be formed by either shaping the cylinder
cover or he piston crown.
MAN B&W type
cylinder head
The cylinder liner is where the piston is fitted to make its
reciprocating motion. The upper part of the liner, combined with
the cylinder head and the piston crown, makes up the
combustion chamber. Cylinder liners are generally made from
grey cast iron because it is easily cast and has self lubricating
properties due to the graphite flakes or for some modern engines
spheroidal graphite or nodular graphite is used. This has greater
mechanical strength, but has same self lubricating properties.
The critical part of any liner is the upper section where
the temperature and pressures are at their most difficult. Cooling
is required to maintain strength and the temperature variations
must be maintained within set limits in order to avoid cracking.
Rapid change of temperature due to the rapid variation in the
cylinder condition or cooling water temperature can result in
cracking.

Reconditioning of a
Ships engine
Cylinder Liner
The piston is the part of the engine which
compresses the gases inside the cylinder by its
reciprocating motion. During operation, the piston is
subjected to very high compressive and tensile stresses
due to gas pressures, inertia effects and thermal stresses.
Gas pressure and inertia effects result in bending action of
the piston crown.
Thermal stresses in piston set up are due to difference in
temperature across a section.
The hottest pad of the piston crown is at the junction
of the side wall and the top plate.
On trunk type pistons, the connecting rod directly
connects the piston to the crankshaft.








Trunk Type Piston
For Cross-head type pistons, the power is
transmitted to a cross-head assembly first, hence, the need
for a separate piston rod. The purpose of the crosshead is
to translate the reciprocating motion of the piston into the
semi-rotary motion of the connecting rod and so bearings
are required. It is also necessary to provide guides in order
to ensure that the side thrust, due to connecting rods
motion, is not transmitted to the piston. This also ensures
that the piston remains central in the cylinder thus limiting
wear in the liner. The crosshead slides up and down with
the piston and transmits power from it to the connecting rod
and crankshaft.
This converts the reciprocal motion of the pistons into
rotary motion.

The three main loading stresses:
1. Gas loads on the crankpin which produces alternating
tangential bending of the webs, alternating bending of the
crankpin and on elements of shearing of the crankpin at the
inner web faces.
2. Torsional vibrations producing alternating twisting of the
crankshaft, the journal of which is in any event torsionally
loaded by the gas loads via the web.
3. Axial vibrations in conjunction with the alternating
lengthening and shortening of the shaft and in conjunction
with local bending. Crankshafts may, in addition, be
subjected to misalignment due to bearing wear or poor
chocking. This produces an alternating bending of the
crankshaft.
The basic purpose of the Cam is to convert rotary
motion into reciprocating motion in order to actuate some
mechanism. For an engine, this usually means the
operation of the valve or pump. A cam must be hard
enough to with stand the considerable forces exerted upon
it but it must also be reasonably resilient. For this reasons,
cams are generally made from surface hardened steel.
Medium Speed
Camshaft
The Exhaust valve serves as an exit for the products
of combustion within the cylinder. The main parts of the
valve casing are of cast iron and water cooled, there being
no particular strength requirement for this part.
This is where the cylinder gets the supply of fresh air
by means of air intake valves in four-stroke engines or air
inlet ports in two-stroke engines.
The Exhaust Gas Manifold is where the exhaust
gases from the cylinders accumulate before passing
through or driving the turbocharger. In modern ships, the
exhaust gas pass through the exhaust gas economizer or
exhaust gas boiler before finally leaving via the smoke
stack or funnel.
The Bedplate act as the main
strength member, maintains correct
alignment and supports the weight of the
components. It must be capable of
withstanding the fluctuating forces
created during operation and transmit
them to the ships structure.
Axial Flow Turbocharger Centrifugal Turbocharger

Turbochargers are specialized turbines, driven by the exhaust
gases of the engine that supply air under pressure to the engine for
combustion.
Axial Flow Turbocharger
May be selected even
when there are centrifugal
alternatives as it is better
suited to individual
modifications and is able
to operate better on
HEAVY FUELS
Centrifugal Turbocharger
Generally cheaper to
produce than axial flow.
The effects of blade
leakage are less important
Very common in
automotive systems
The air cooler is used to lower the temperature of
the pressurized air coming from the turbocharger blower.
The temperature of the air leaving the turbocharger is
around 140C. After passing through the air cooler,
temperature drops at around 40C. The coolant is generally
seawater circulated through finned tubes, the cross section
of which may be of various shapes including round and
oval.
An ultimate limit is placed on the degree of cooling,
this is to prevent thermal shocking especially of the Piston
Crown, prevent in excessive increase in cylinder lube oil
viscosity and keeping the temperature above the dew point.
The Thrust Block houses the Thrust Bearing. The
Thrust bearing is designed to withstand axial loading and to
prevent movement along the axis of the crankshaft.
Flywheel
Flywheel construction are heavy and acts as a
counterweights which by their inertia minimize
irregularity in the motion of the crankshaft
Propellers are fully submerged rotating blades that
push the ship through the water. Multiple propellers
increase speed and provided alternatives in the event that
one propeller malfunctioned or lost.
Propeller shaft connects the propeller to the flywheel
of the main engine.

Three Basic parts:
1. Intermediate shaft
2. Stern tube
3. Tail shaft
The Intermediate Shaft, which is directly connected
to the flywheel of the engine, is supported by the
intermediate bearings to keep it aligned. It is connected to
the stern tube which passes through the forward and aft
seals.
The Stern Tube is normally constructed of cast iron
slightly larger at the forward end for easy removal.
The Tail Shaft is where the propeller boss is
attached.