Unit 8

Overhauling and Maintenance of

Marine Diesel Engine

Exhaust Manifold
Turbocharger

Exhaust Port/ Valve

Cylinder Head
Piston
Piston Rod

Cylinder Liner

Entablature
Stuffing Box

Scavenge Box/
Manifold

Cross Head

Air Inlet Ports

Connecting Rod

A-Frame

Bottom end bearing

Crank pin bearing
Crankshaft

Bedplate

Cylinder Cover

Failure mode (1): Crack

Inspection

Visual inspection
Magnetic powder inspection
Dye penetrant inspection
Hydrostatic test
Symptom of crack during running:

Excessive water in the lubricating oil

An accumulation of water in one or more cylinders of a

secured engine (noticeable when dismantling or flushing)

An abnormal loss of water in the cooling system
High cooling water temperature or fluctuating pressure
(caused by combustion gases blowing into the water jacket)
Oil or bubbles in the cooling water

Position
narrow metal sections between such parts as valves
and injectors.
Valve seat insert.

Stress concentration

cracks extend across the narrow bridges between the valve

openings,
openings but may also exist emanating outward from a
central injector bore used to induct fuel or ignition spark and
extend toward the center lines of the valve openings.

Causes
The cracks may be caused by cold starting of the engine,
by restricted cooling passages, by obstructions in the
combustion space, or by improper tightening of studs.
The most common cause of cylinder head cracking is
overheating.
overheating
Direct cause- Improper maintenance or operation

Repair
Slight crack- remove by grindstone.
Metalock.
It is also possible to repair them by welding, but this
process requires special equipment and highly skilled
personnel
Replace the seat insert.

Failure mode (2): Burned Valves

Symptom
indicated by irregular exhaust gas temperatures and
sometimes by excessive noise.
causes
The principal cause of burned exhaust valves is small
particles of carbon that lodge between the valve head
and the valve seat.
The particles hold the valve open just enough to
prevent the valve head from touching the valve seat.
These particles come from incomplete combustion of
the fuel or oil left by the piston rings in the cylinder.

Repair

Grinding, Welding, Replacement

Inspection

Visual inspection
Pencil trace
Oil leakage

Cylinder Liner

Cylinder liner materials

The cylinders can be made of
cast iron (the most commonly used)
containing phosphorus, manganese, chromium,
molybdenum, vanadium and titanium as alloying
elements,
steel
aluminium.
The liner surface can be coated with a hard chromium layer
Grey cast iron is tribologically beneficial.

Plateau honing

The cutting marks of the honing form a pattern of diagonal

valleys on the liner surface.

Why Plateau Honing?

The honing grooves, the volume and the direction of the
valleys control the amount of oil available, by keeping the
oil on the liner surface and by improving the spreading
of the oil.

Excessively Worn Liners

Cylinder Wear Measurements
Tool: inside micrometer caliper
Position: marked on the tool or just three levels
Measure: Take measurements in the fore-and-aft and
athwartship directions
Target: Circularity, Cylindricity ,
Wear amount, Wear rate

B
A

A-B Out or roundness

A- Maximum diameter

Aft

Midship

Fore

Stern

Bow

Fore-and-aft centre line

Stern

Port

Bow

Starboard
Deck
Waterline

Bottom

Template
Cylinder liner
Inside micrometer caliper

Take the first measurement slightly below the highest point to

which the top ring travels;
Take the next measurement slightly above the lowest point of
compression ring travel;
Take the third measurement at a point about midway between
the first two.

Errors Avoidance
Hold one end of the caliper firmly against the liner wall
Then move the free end back and forth, and up and
down, until you establish the true diameter of the liner.
Considerable experience in using an inside micrometer
or cylinder gauge is necessary to ensure accuracy.

True
diameter
Cocked vertically

Not on
maximum
diameter

Wear
Wearrates
ratesvary,
vary,but
butas
asaageneral
general
rule,
rule,for
foraalarge
largebore
boreengine
engineaa
wear
wearrate
rateof
of0.050.05-0.1
0.1mm/
mm/1000
1000
hours
hoursisisacceptable.
acceptable.
The
Theliner
linershould
shouldbe
bereplaced
replacedas
as
the
thewear
wearapproaches
approaches0.80.8-11%
%of
of
liner
liner diameter.
diameter.
The
Theliner
linerisisgauged
gaugedat
atregular
regular
intervals
intervalsto
toascertain
ascertainthe
thewear
wearrate
rate

Correction of wear measurements

Correct the actual wear measurements by multiplying with
the following factors, if the temperature of the cylinder liner
is higher than the temperature of the tool.
This enables a comparison to be made with earlier wear
measurements.
t/
10
20
30
40
50

Factor
0.99988
0.99976
0.99964
0.99952
0.99940

Causes
insufficient lubrication
improper starting procedures
Dirty condition
low cooling water temperature
Deteriorated Combustion

The wear of the cylinder liner is higher on the anti-thrust

side than on the thrust side of the liner, owing to the
distribution of the thrust forces during the different cycles of
the engine.
The strongest wear of the cylinder liners taking place in the
vicinity of the top reversal point of the top piston ring,
ring
where the thermal, chemical, erosive and abrasive conditions
are the severest.
High wear of the cylinder liner is furthermore associated with
the top reversal point of the second piston ring,
ring and to a
less extent with the bottom reversal points of the piston rings.

Repair
Repair size method:
bore the liner, eliminate the circularity and cylindricity
error, replace with a new piston according to the repair
size.
Oversized piston and rings installed.
Restore the size:
Eletroplating.

Scored cylinder liner

Appearance
Scoring may be in the form of deep or shallow scratches
in the liner surface. With most liner scoring, there will be
corresponding scratches on the piston and piston rings.
Symptoms
The symptoms of scoring may be
low firing or compression pressure
and rapid wear of piston rings.
Inspection
Visual inspection through liner ports, through the crankcase
housing with pistons in their top position, or when the engine
is disassembled.

Causes
Scored cylinder liners may be caused by broken piston rings,
rings
a defective piston,
piston improper cooling,
cooling improper lubrication,
lubrication
or the presence of foreign particles or objects.
objects
Make sure that when you replace a cylinder head, you leave
no metal chips, nuts, bolts, screws, or tools in the cylinder.
The importance of keeping the intake air clean
cannot be overemphasized.

Repairs
Most projections can be removed
by handstoning, using a fine stone.
Carborundum stone (grindstone)
moving the grindstone crosswise, at an angle of 20 to 30
degrees to horizontal.
Leave the scratching marks as coarse as possible
It is not necessary to completely remove all signs of
vertical stripes (micro-seizure)
This is also done to break up the hard surface glaze

If there are horizontal wear ridges

in the cylinder liner e.g. at the top
or bottom where the rings turn
(where the piston rings reverse
direction): smoothen out carefully
with a portable grinding machine

Cracked liner
Inspection (same as cylinder cover)
Position

Causes
Thermal stress
Stress concentration
Repairs
Metal stitching
Replacement
Running with less cylinders (emergency)

Piston
4 stroke

2 stroke

convert thermal energy into mechanical work

Piston crown
Subject to the high temperature, high
pressure, liable to be eroded/burnt away
Steel, alloyed with chromium and molybdenum is used
Piston skirt
Acts as a guide within the cylinder liner
Typical piston materials are light alloys, cast
iron, nodular cast iron, and alloyed steels.
Piston ring groove
The grooves are typically either
induction hardened or chromium plated.
plated

Piston wear
Piston skirt
Causes
Measurement
Measure the piston diameter across the skirt with an outside
micrometer, at 90-degree angles to & in line with the piston pin.
3 Positions
Repairs
Steel piston: welding

Piston Groove
Causes

Measurement
Piston ring side clearance
Check 3-4 places around the groove.
Repairs

Piston Crown Burning

Probable Causes
Improper injection timing
Injector contamination
Nozzle failure
Lack of fresh air supply
Exhaust restriction

Check the shape of the piston crown by means of the template.

Measurement of Piston Top Burn-away with

Template Through Scavenge Ports

Piston crack

Piston Ring
Main functions of piston ring
Seal off the combustion pressure
Distribute and control the oil
Transfer heat
Stabilize the piston
Failure modes
Wear
Sticking
Broken
Lack of elastic tension

Piston ring materials and coatings

Materials
Grey cast iron is used as the main material for piston rings.
From a tribological point of view, the grey cast iron is beneficial
Coatings
Chromium is used in abrasive and corrosive conditions
where running conditions are severe.
Hard chrome plating is particularly relevant for the
compression ring.

Scavenge Port Inspection

This inspection provides useful information about the

condition of cylinders, pistons and rings by visual examining,
examining
at low expense.
expense

Attention Please
The port inspection should be carried out at the first stop
after a long voyage, e.g. by anchoring if possible.
A misleading result may be obtained if the port inspection is
carried out after arrival at harbour, or after low-load running.

Procedure

Attention Please

Carried out by two men

The most experienced of whom inspects the surfaces
States his observations to an assistant, who records them.
The assistant also operates the turning gear
Keep the cooling water and cooling oil circulating
Open the indicator valves.
Engage the turning gear
DO NOT enter the scavenge air receiver before it has been
thoroughly ventilated
Begin the inspection with the piston being nearest BDC

Piston Bowl
Piston
Topland

Liquid
Carbon

Piston
Ring lands
Piston Rings
Micro Seizures
Piston Skirt
Piston Rod

Burning

Carbon

Observations
In good Condition
the rings will move freely in the
grooves and also be well oiled,
intact, and not unduly worn.
Micro-seizure
Scratched
Sticking
Breakage/Collapse
Blow-by
Deposits on Pistons
Lubricating Condition

the running surfaces of the

piston rings and cylinder
liner will be worn bright

Wear of piston rings

Position

Causes

Poor maintenance

Abrasive wear due to the contaminant particles

Poor lubrication
Adhesive wear
Blow-by of hot gases
Wear rate
0.1~0.5mm/kh

Measurement
Piston ring end gap
It is a gap to permit the extra
thermal expansion of piston ring.
Place the new rings inside the
cylinder liner or in a ring gauge,
measure the end gap with a
feeler gauge .
If the gap of a new ring is less than specified, file the ends of
the ring with a straight-cut mill file to obtain the proper gap. If
the gap is more than specified, install oversized rings.

Piston ring side clearance

the vertical clearance
between ring and ring groove.
Insert a feeler gauge above
each ring, and move it all the
way round the groove.
Check 3 - 4 places around the groove.

Compare the measurements to specs.

Piston rings sticking

Causes
Thick and hard deposits of carbon
Too small vertical ring clearance
Distortion of piston ring lands
Lack of gas sealing
Blow by
Sticking piston rings will often
lead to broken piston rings.
rings

Inspection

Check the sticking with a wooden

stick through the scavenge ports

Methods
Soak the piston overnight in an approved cleaning solvent
or in diesel oil.
If soaking does not free the ring, you must drive it out with
a brass drift. The end of the drift should be shaped and
ground to permit its use without damage to the lands.
lands

Piston rings breakage

Caused by
The end gap of piston ring is less than specification.
Continual striking against wear ridges.
Carbon deposit on the piston ring groove.
Undue wear or distortion of piston ring lands.
Scavenge ports catches the ring ends.
Piston ring collapse.

Piston rings collapse

The combustion gas can penetrate between the liner and
ring, and violently force the ring inwards, in the groove.
Caused by
carbon deposits in the ring groove,
too small vertical ring clearance,
partial sticking,
poor sealing between the ring and the groove floor,
clover-leafing
ring-end chamfers
too large ring-edge radii,
etc.

Lack of elastic tension

Constant
pressure
distribution

Apple Shaped
pressure
distribution

Pear Shaped
pressure
distribution

Various types of piston rings contact pressure distribution

Piston ring blow-by

Leakage of combustion gas past the piston rings
Caused by
Sticking
Collapse
Breakage
Appearance
black, dry areas on the rings
larger black dry zones on the upper part of the liner wall

Replacement of piston rings

Removal of the rings
Piston ring expander tool or opener
Spread them as little as possible to
avoid breaking the rings

Cleaning
Clean piston with solvent and dry with compressed air if
available.
Diesel oil or kerosene are satisfactory cleaning agents.
The piston can also be cleaned by mechanical methods.
But, dont remove any metal from the piston while
cleaning.
Inspection
Piston ring end gap
Piston ring side clearance

Installation
After installation
Check the ring-to-land clearance
Coat the entire assembly with oil
Position the rings so the gap of each successive
ring is on an alternate side and the gaps are in line
with the piston pin bosses.
Insert it into the cylinder bore with a special tool

Crankshaft Alignment

Crankshaft deflection
Crank web
3-hypothesis

Principal shaft

Crank pin

TDC

C
Camshaft
Starboard

Looking forward

E
Exhaust side
Port
BDC

=LC - LE
=LT - LB
The locations for recording crankshaft deflection
readings according to the positions of crank pin

L
L

L
L

Measurement

Measure spot: A: (S+D)/2

Tool:

Crankshaft deflection indicator

Requirements
Record
Specification
When to measure
Factors

B A
The correct mounting position
is marked with punch marks
on the crank throw.
Measure spot

Deflection indicator
The strain gauge consists of a dial indicator, contact point,
balancing attachment, clamping nut, spring plunger, rods
and extension, and bezel.
a plus or minus reading
opening up or closing of the distance

Requirements
DO NOT touch the gauge until you have taken and
recorded all four readings.
Turning clockwise
Closing of the crank throw (compression of the gauge)
is regarded as negative () and opening as positive (+).
Crankshaft deflection readings should be taken while the
ship is afloat (i.e. not while in dry dock).
Under nearly the same temperature and load conditions

Record
Readings should be taken at the TDC, BDC and horizontal
crank positions
TDC
C
Camshaft
Starboard

E
Exhaust side
Port
BDC

If measurements are taken with

the connecting rod in position
the gauge should be placed as
close to the rod as possible.

Set the dial gauge to zero at the B1 side near BDC. Whilst
turning clockwise, take the readings when the throw passes
the positions

The BDC defections are calculated (B1+B2)/2.

Specifications
Crankshaft Web Deflection should never exceed the
tolerance permitted by the engine or crankshaft
manufacturer.
manufacturer
Specified by CCS
Situations

/S (Deflection per stroke distance)

mm/m

After repaired

0.125

Acceptable in
service

0.1250.25

0.25 Repair within

limited service time

0.3

0.3 Repair immediately

Limit

When to measure ?

During manufacturing
Keep the crankshaft deflections as low as possible
Take the reading several times (if any disturbance in the line shaft
bearing offset occurs)

During repairing
After replacing any main bearing shells

When in service
Its a task should be undertaken by ships engineer at least once a year.

Under severe situations

If the ship has grounded, or after collision.
If any loosen of through bolts or foundation bolts (staybolts).

Factors

Uneven wear of main bearing shells

Distortion of bedplate
Ships loading
Piston assembly
Explosion pressure
Fly wheel
Shafting

Deflection curve

Bridge gauge
Crankshaft deflection

Bridge gauge

The crankshaft bridge gauge is used to check the wear of

the main bearing shells.

To use the gauge, place it on the crankshaft and measure

the clearance between the bridge gauge and the shaft with a
feeler gauge.
Any variation between the measured clearance and the
correct clearance (usually stamped on the housing of each
bearing) indicates that main bearing wear has occurred.

Crankshafts Failures
Wear
Causes

Measuring
Outside micrometer caliper

Repairing
Repair size method:
Reground to eliminate the circularity and cylindricity error
Install undersized bearing shells.
Restore the size:
Eletroplating (iron).

Scored crankshaft journals

Causes
Inspection
Repairing
Slight

Depend on the extent of scoring

Use oilstone for dressing purposes

Followed with crocus cloth, to polish the surface
Wash them with diesel oil
Plug all oil passages

NEVER STOW A CRANKSHAFT OR BEARING PART ON ANY METAL SURFACE.

Always place bearings on wooden boards or clean cloths.

Protect each journal surface with a coating of heavy grease.

Crack
Causes
Inspection
Visual inspection
NDT ()

Repairing
Scrape or grind ()
Replace
Welding (in emergency)

Bearings
Bearing metals
Bearings design
Journal Bearings Failures
Repairing Journal Bearings
Installing Journal Bearings
Measuring Bearing Clearances

Bearing metals
white metal
is an alloy with minimum 88% tin (Sn), the rest of the alloy
composition is antimony (Sb), copper (Cu), cadmium (Cd)
used in the main bearings, crankpin bearings, crosshead
bearings, guide shoes and thrust bearings because of its
excellent load carrying and sliding properties.
Tin aluminum

thin shell design

Overlayers
Flashlayer

100% tin (Sn) layer

Bearings design
Thick shell bearings
Steel back with required stiffness
Top clearances are adjusted with shims
Thin shell bearings
wall thickness: 2% - 2.5% of the journal diameter
with a circumferential over length
Tangential run-out
Bore relief
Axial oil grooves and oil wedges
Top and side clearance

A tangential run-out is a transition geometry between the

circumferential oil supply groove and the bearing surface.

The bearing sliding surface is machined at the mating faces

of the upper and lower shells to create bore relieves.

Journal Bearings Failures

Bearing wear
Excessive wear is due to abrasive or corrosive
contamination of the system oil
Matching surfaces (Ra, geometry)
Incorrect operation
Incorrect maintenance
Average bearing wear rate:
0.1mm/1000hours
Inspection

Surface Pitting
High localized temperatures that cause the lead to melt
very close oil clearances
use of an oil having a viscosity higher than recommended.

melt

Cracks

a fatigue phenomenon

Insufficient strength of the bonding between the white metal and

the steel back
Misalignment or geometric irregularities ->Vibration
High local loading

Bearing with cracks cannot be repaired.

Inspection
Corrosion
Electrochemical action due to contaminated lub oil or static voltage.
The water will attack of the white metal
Cavitation

Repairing Journal Bearings

(Thick shell bearings )
Local scraping: slight scratch or corrosion, or initial crack
Minimum shall be scraped off
Welding: small crack, local corrosion, tearing or wiping
Replace (Thin shell bearings )
Rebabbitting (Thick shell bearings): melting, excessive
wear, shell shedding, be full of cracks, deep cracks.

Installing Journal Bearings

Inspection before installation
Appearance, size, diameter, surface, material and
mechanical properties
Install the new main bearing
Utilizing a pin installed in the oil feed hole in the journal
Utilizing a special tool
Inspection the contact quality

Measuring Bearing Clearances

Method 1
Check the top clearance with a feeler gauge
Simple but low accuracy
Correction: 0.05mm

Crescent

Method 2 - Pressing lead wires

Lead wires
Number: 2 or 3
Diameter: (1.5 to 2)*Clearance
Length: 120 to 150
Orientation: circumferential
Process
DO NOT turn the engine
after tightening the bearing
Measure
Measure the thickness in
the middle of lead wires

Method 3 - Comparison
Top clearance =
inside diameter of bearing shell
outside diameter of journal

Precision Coupling

Three big precision coupling of fuel supply system

in diesel engine
Plunger and barrel
Delivery valve and seat
Fuel injector nozzle: needle and casing

Why are they called precision coupling?

Requirements:
Precise surface roughness
Precise mating clearance
Precise geometry and size

Plunger and barrel

Failure modes
Wear
Cavitation
Seizure

Delivery valve and seat

Fuel injector nozzle: needle and casing

Failure modes

Wear of cylindrical and conical surface

Wear and clogging of injection hole
Corrosion
Seizure

Nozzle Cleaning
Remove the carbon deposit
The center hole should be cleaned
with a spiral drill and the pulverizer
holes with a special cleaning needle.

Cleaning and inspection

Clean mating faces thoroughly with Petroleum-based
Solvents to remove dust or other foreign matter.
Nozzle and needle are used as a pair; DO NOT intermix
pairs.
After cleaning, they should be dried by warmth or air
circulation only. It is essential NOT to use any kind of
cleaning rag.
Inspection: visual inspection, pressure-test, slide test.

Nozzle Testing

The relative condition of the spray holes can be checked

by placing a piece of cardboard just below the tip (not held
by hand) and depressing the tester handle briskly once.
The pattern (for a symmetrical nozzle) should be
symmetrical.
While tightness and quality are the main points it is
worthwhile to operate the injector test slowly and observe
that the nozzle 'chatters'.
Another method is, when perfectly cleaned, to hold the
house at an angle of about 45
to the horizontal the
45to
spindle should be able to slide out of the housing by its
own weight.

Turbocharger

Outlet Casing
Nozzle Ring

Inlet Casing
Silencer Filter

Corrosion of casing

Turbine blade failure

Erosion in the area of blade tip

Surface condition
1) Mechanical damage due to foreign
particle like a piece of piston ring.
2) Scratch on the surface
Fretting corrosion at fir-tree

Dynamic balance

Cleaning of turbocharger
To avoid the heavy deposit on the rotor.
If vibrations occur after cleaning, then the cleaning must
be repeated.
Cleaning the turbine side
Dry cleaning
a specified volume of crushed nut shells or similar
Water cleaning
injecting atomized water at reduced engine load
Cleaning the compressor side (option)
injecting water through a special pipe arrangement

Temporary measures when turbocharger being damaged

Fitting the locking devices

For engines equipped with only one turbocharger :******
when the engine is operated with one of 2 turbochargers:*****
Before taking the turbocharger into service again, the blower
and turbine side bearing are to be replaced with new ones

Removal of the rotor and fitting the blanking device

1) Remove the bearing units on the blower and turbine side
and the rotor
2) Bolt up the two tie bolts with the inner blanking plate and
attach to cover for turbine side.
3) Fit the blanking plate on the blower side.

1
2
3
4

Tie bolt
blanking plate, blower side
inner blanking plate
blanking plate, blower side