Thats a marine diesel???? At 2300 tonnes? Powering what? A Carrier?
I did some work at Pyestock a while back on Paxmans and the like and got involved on the powerplant for the Type-22 but they were turbines.
Hows this for power figures, my engine....108,920Hp @ 102rpm
323ian
work on these engines on board ships. Tankers to be presice or should i say i used to.
I was a first engineer onboard and we had the fun task of keeping this baby running.
They are air start and the new ones run at a massive 122 rpm rather than the old 102rpm units.
Turbo's spin at maximum 1200rpm and the rotor weights about 2 tons!!.
They are two stroke diesels with an exhaust valve which like modern cars are hydraulic operated. The older engines used to have push rods which wrer about 4mtrs long and 300mm in diameter. .......tappets were a pain and we used the crane to lift the feeler gauge!!
work on these engines on board ships. Tankers to be presice or should i say i used to.
I was a first engineer onboard and we had the fun task of keeping this baby running.
They are air start and the new ones run at a massive 122 rpm rather than the old 102rpm units.
Turbo's spin at maximum 1200rpm and the rotor weights about 2 tons!!.
They are two stroke diesels with an exhaust valve which like modern cars are hydraulic operated. The older engines used to have push rods which wrer about 4mtrs long and 300mm in diameter. .......tappets were a pain and we used the crane to lift the feeler gauge!!
It was a sad day we left the croft.
stopped working on them last year but had 13 years on various slow speeds. Have worked on med and high speeds also in generating capacity.
Engine injectors are mainly mechanical i.e fuel prseeure overcomes spring press and lifts needle. although there are more and more common rail applications with solenoids for injector opening.
they are cross head engines with scav ports in the liner and an exhaust valve(we call popet v/v) in the head.
Fuel pupm are mechanical also and are of the helical jerk type just like most deisels. They have VIT variable injection timing.
Camshaft has servo motor and timing can be alter. In fact so much so that to go astern you stop engine and cahange timing and then restart engine in reverse. No g/box just direct coupled to prop.
Engine injectors are mainly mechanical i.e fuel prseeure overcomes spring press and lifts needle. although there are more and more common rail applications with solenoids for injector opening.
they are cross head engines with scav ports in the liner and an exhaust valve(we call popet v/v) in the head.
Fuel pupm are mechanical also and are of the helical jerk type just like most deisels. They have VIT variable injection timing.
Camshaft has servo motor and timing can be alter. In fact so much so that to go astern you stop engine and cahange timing and then restart engine in reverse. No g/box just direct coupled to prop.
It was a sad day we left the croft.
oops heres a cross head engine if you are interested.
http://i253.photobucket.com/albums/hh71 ... sshead.jpg
http://i253.photobucket.com/albums/hh71 ... sshead.jpg
It was a sad day we left the croft.
you can see the exhaust valve in the head and how turbo and intercooler are connected.
exhaust valve is .5mtr in diameter and when we change out we turn engine to TDC on that unit and put a man ontop of the piston ,then we turn engine down and he uses a needle gun to clear the carbon off the scav ports!!!
exhaust valve is .5mtr in diameter and when we change out we turn engine to TDC on that unit and put a man ontop of the piston ,then we turn engine down and he uses a needle gun to clear the carbon off the scav ports!!!
It was a sad day we left the croft.
timing is 2 x 3.5 " chains i.e pin width is 3.5 ". Chain drives camshaft and governor (seperate shaft).
They are pretty noisy, but must admit better to work on than the scoob!!....hardly have to use any spanners as all bolts are tensioned i.e use hyd jacks to stretch bolts then nuts are spun on by hand and hyd press is released thus not inaccurate torquing issues that u get with torque wrenches due to burrs on landing faces, friction of threads etc etc.
We used to sit on the crankshaft in order to take main brg clearances...lol.
They are pretty noisy, but must admit better to work on than the scoob!!....hardly have to use any spanners as all bolts are tensioned i.e use hyd jacks to stretch bolts then nuts are spun on by hand and hyd press is released thus not inaccurate torquing issues that u get with torque wrenches due to burrs on landing faces, friction of threads etc etc.
We used to sit on the crankshaft in order to take main brg clearances...lol.
It was a sad day we left the croft.
