Early engines were often fitted with two part cylinder heads. Cylinder covers must be able to withstand the gas loads which tend to try to deform its shape, which is why steel is used. BURNING OF CYLINDER HEADS Poor quality residual fuel with a high CCAI, or poor injection due to worn or incorrectly set injection equipment may cause localised overheating. In extreme cases, the cylinder head can be cut open and after clearing the choked bores, be replaced
Early engines were often fitted with two part cylinder heads. Cylinder covers must be able to withstand the gas loads which tend to try to deform its shape, which is why steel is used. BURNING OF CYLINDER HEADS Poor quality residual fuel with a high CCAI, or poor injection due to worn or incorrectly set injection equipment may cause localised overheating. In extreme cases, the cylinder head can be cut open and after clearing the choked bores, be replaced
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Early engines were often fitted with two part cylinder heads. Cylinder covers must be able to withstand the gas loads which tend to try to deform its shape, which is why steel is used. BURNING OF CYLINDER HEADS Poor quality residual fuel with a high CCAI, or poor injection due to worn or incorrectly set injection equipment may cause localised overheating. In extreme cases, the cylinder head can be cut open and after clearing the choked bores, be replaced
Copyright:
Attribution Non-Commercial (BY-NC)
Available Formats
Download as PPT, PDF, TXT or read online from Scribd
Early engines were often fitted with two part cylinder heads. In this example the outer cover is of cast steel, symmetrical in shape and is held down onto the cylinder liner flange by long studs screwed into the cylinder jacket. The centre piece is of spheroidal graphite cast iron and carries the fuel valve in the centre, also the starting air valve, the relief valve and the indicatorcock. Cast iron is not a suitable material for modern two stroke cylinder covers. The cylinder cover must be able to withstand the gas loads which tend to try to deform its shape. Cast iron is not good at withstanding bending stresses, which is why steel is used. The cylinder cover is tightened against the top of the cylinder liner by means of nuts and long studs fitted in the cylinder frame. The nuts are tightened by means of hydraulic jacks. Modern covers are manufactured from steel forgings, drilled for bore cooling. This was introduced on the Sulzer RND engine. On a modern uniflow scavenged engine, there will be a large central pocket for the exhaust valve, and pockets for the fuel injectors (2 or 3), air start valve and relief valve together with a drilling for the indicator cock and a bore for the start air inlet. Sealing between the cylinder cover and cylinder liner is obtained by means of a sealing ring, made of mild steel. BURNING OF CYLINDER HEADS
Poor quality residual fuel with a high CCAI, or poor
injection due to worn or incorrectly set injection equipment may cause localised overheating and resultant erosion of the cylinder head material by the swirling combustion gases. As long as the burning is not too deep (8mm max) then no action need be taken. Excessive burning can be weld repaired by a competent repair shop after consultation and agreement with the Classification Society. CHOKING OF COOLING WATER BORES
This can occur when the cooling water is not
correctly treated and scale builds up leading to poor heat transfer and thermal stressing which in turn can result in cracking of the cylinder heads. In extreme cases, the cylinder head can be cut open and after clearing the choked bores, be welded up again. CRACKING OF CYLINDER HEADS Cracking of cylinder heads can be caused by thermal stressing or mechanical stressing due to incorrect tightening of valves in the pockets. Overheating will exacerbate the problem by weakening the material. This crack in an air start pocket of a MAN-B&W, 9L8OMC engine was caused by weakening of the material due to a reduction in thickness because of erosion of the material. As previously stated, crack can be repaired, but only after consultation with classification society and using an approved agency. After repair where the welding rods must match the original specification of the material, the head must be stress relieved and hydraulically tested before being stamped by the class surveor. Chapter 2: The Four Stroke Cylinder Head Manufactured from high strength pearlitic or nodular graphite cast iron, or in some cases cast steel. • Although cast steel is a preferable material because of its increased ‘ strength, it is more difficult to cast due to poor fluidity and the increased likelihood of flaws in the casting. With the decrease in specific fuel consumption and increase in power outputs, higher maximum cylinder pressures of up to 200bar are now achievable. The result is increased mechanical and thermal stressing on the cylinder head during operation. Cylinder heads of medium speed four stroke engines are by their nature more complex. The deep box-like construction allows air inlet and exhaust passages (and in some cases fuel pipes) to be accommodated within the main castings. The design of the casting must incorporate smooth changes of section with generous fillet radii, bossed stud holes and adequate cooling of the injector pocket and exhaust valve seats. Usually fitted with two inlet valves, and two exhaust valves. The exhaust valves are sometimes fitted in separate water cooled cages as are the inlet valves on some engines. If not mounted in separate cages, then hardened valve seat inserts which may be water cooled are mounted directly into the cylinder head. The cylinder head also a accommodates the fuel injector, air start valve, cylinder relief valve and indicator cock. Because the flame plate has to be efficiently cooled to and yet strong enough to resist the firing pressures, bore cooling of the lower part of the cylinder head is increasingly employed in highly rated engines, whilst deep sections are used to resist bending under the peak pressures. Causes of cracking: Over tightening of cylinder head studs or valve studs. High peak pressures. Thermal stressing caused by poor cooling, scale build up, sudden change in load. Corrosion in cooling water spaces caused by lack of cooling water treatment. Manufacturing defects and poor design. Correct warming through is important to limit thermal stressing due to uneven expansion. When starting large engines the load should be increased gradually. Cracked cylinder heads can be repaired, but only with the agreement of classification sociely, using an authorised repair agency, and must be inspected and tested after repair. The welding rod must match the parent material, and in the case of cast iron the cracked head preheated before any welding takes place.