Main Engine (S) Unit 6 overhaul

Introduction

In order to seal the gases in the top of the cylinder and prevent their leaking down the side of the piston, piston rings installed in the grooves turned in the piston crown are used. It is desirable that the ring gap should be as small as possible, and it is equally important that it should never close completely. In modern designs, we make use of the piston cleaning ring which is incorporated in the top of the cylinder liner. The piston cleaning ring has a slightly smaller inner diameter than the liner and hence scrapes off ash and carbon deposits built up on the piston top land. Without such a ring, contact between the top-land and liner wall could wipe off the injected cylinder lubrication oil, preventing the lubricant from performing its optimized role. In some cases, deposits formation on the top land could cause bore polishing of the liner wall, contributing to deterioration of the cylinder condition. Introducing the piston cleaning ring eliminates contact between deposits on the top land and the liner, promoting an enhanced cylinder condition and lube oil performance.

Reasons for Piston Ring Replacement 1. If piston rings wear rate is such that it will be unsafe up to the next maintenance schedule. 2. Is a piston ring is found struck in the ring groove and if it wears more on one side than another. 3. If the axial height of the ring is reduced so that a large clearance is found. 4. If performance piston rings have pressure variations around their circumference that are fitted in any groove and micrometer measurements show variation in the radial thickness of the ring. 5. If the chrome layer on chromium plated piston ring is worn through or worn very thin.

Reason for Piston Ring Failure 1. Insufficient piston ring and groove clearance, which causes the ring to jam in the groove at working temperatures, as a result blow-by occurs and the ring may break. 2. Insufficient cylinder lubrication. 3. Large amount of wear in cylinder liner. 4. Excessive diametrical clearance between the piston and cylinder liner. 5. Excessive wear on piston ring lading face in the piston ring groove. 6. Ring gap too small, this usually leads to ring breakage, but could ultimately lead to disastrous consequences. 7. Incorrect preparation of ends of piston ring adjusting gap. 8. Radius at top and bottom of exhaust and scavenge ports in the cylinder liner inadequate, the ring then receiving a shock when sliding past the port edges. 9. Wear on the port bars relative to cylinder liner working surface is such that surface of the bar is below the surface of the liner.

On 2nd September 2013 during the scavenge space cleaning and inspection on the Main Engine port, the second piston ring on unit 6 was found broken. Due to the failure of the piston ring unit 6 on M/E (P) required overhaul and liner calibration measurement in order to check for damage of the liner and to replace piston rings. The overhaul was led by the 1st engineer under the supervision of the Chief engineer and with the assistance of engine room stuff. Operation:

Securing of Main Engine After securing the engine to prevent unwanted start or turning, opening indicator cocks, engaging the turning gear, closing starting air valves (bottle outlet v/v and main air valve), pilot valve and venting of the control air and starting air, additional safety measures are required. Disengaging the clutch and engaging the shaft break in order to prevent the shaft from turning due to marine currents etc.

If the main engine is secured then the isolation of the unit to be overhauled is necessary. o Oil Oil pumps must be stopped, unit isolated by closing the oil supply to the respective unit and opening the drain o Fuel oil closing inlet and return valves for the respective unit

o Water cooling water is isolated sale as F.O. but it requires draining

After isolating the unit the return the piping can be removed from the respective unit: F.O. return line from injector and high pressure pipes, L.O. high press pipe from the exhaust valve, Flexible joint from the units exhaust Starting air supply line to the starting air valve Cooling water pipes Oil connection to the orifice Cooling oil pipes Disconnection the exhaust valve position sensor

All the pipes have been disconnected or removed according to needs, the spider with the hydraulic jacks can be brought to on the cylinder head with the crane. For removing the cylinder head nuts its required a very high force so by using the hydraulic jacks positioned on each nut of the cylinder head (8 in number) the cylinder head is pressed down with a force of 1500 kgf/cm2 (bar) , rendering the nuts loose and allowing the engineers to slack them. Obs. Before using the hydraulic jack each jack has to be reseted by tightening the top cover of the jack until it is fully tight and no oil is coming out from the hose connection, also its good practice to check the jacks for leaks. Using the hyd. Jack: o Tight each jack on the nut fully then turn it back 1 and turns back, make sure that the windows in the jacks seat are matching the holes on the nut. o Pump up the pressure up to 1500 bar o Slack each nut 10 holes or 11 holes o Release the pressure from the jacks slowly while checking the nuts to move freely, if one nut is not moving free the pressure must be released, each jack reseted and then the procedure is repeated but instead of slacking the nut 10 holes try 11 o After releasing the pressure and slacking the nuts all jacks can be removed

The cylinder head can be removed by using the E/R crane and seated on the stand in order to give access to the piston.

Before pulling up the piston , the studs holding the stuffing box in place have to be removed so the stuffing box will come out together with the piston rod and then the piston rod has to be disconnected from the crosshead, it is being held secure by 4 nuts which can be removed using the hydraulic jack and applying a pressure of 1500 bar. The 2 studs for removing the stuffing box have to be put in place before starting to lift the piston. When putting the piston removing tool in place care must be taken that the groves in which the tools hooks fit in are cleaned properly and the tool is tightened well. For taking out the piston just pull it STREIGHT up slowly and if all the bolts holding the stuffing box have been removed it should come out easily. As soon as it is placed on the stand and secured , before cleaning can be commenced the piston ring clearances must be taken by the engineer in charge so that a record of the piston condition can be kept, only after the clearances have been taken the piston rings can be removed and replacement of the stuffing box elements can be carried out if necessary in parallel with the cleaning. After cleaning the piston head , skirt, ring grooves and rod considering that the case of changing the piston rings can be considered an emergency overhaul operation the pressure test of the piston cooling oil seals is not necessary. But in the case it has to be carried out this is the procedure: