Running Gear of Diesel

Engine

CRANKSHAFT

crankshaft is a component which converts the up and down movement ofthe

pistons of the cylinder intocontinuous rotary motion which istransmitted
furthertomovethepropellershaftincaseofmarinedieselengines. Due to its
nature of operation, there are several types of forces which come to act upon the
crankshaft ofengines used in marine propulsion.

The material for construction also depends onthe speed on the engine and slow
speed marine diesel engines have crankshafts fabricated out ofplain carbon steel
with a percentage of carbon lyingbetween 0.2 & 0.4%, while the alloy steels are
used for engines havinga relatively higher speed.

The construction of the crankshaft: it consists of crank-webs, crank-pins

andjournals along its length. The weight of the crankshaft is supported
by the mainbearingsatthe journals.

Crankshaft of Low-speed Marine

Diesel Engine

Main Bearing

In
apiston
engine,
themain
bearingsare
thebearingson
which
thecrankshaftrotates, usuallyplainorjournal bearings. The bearings hold
the crankshaft in place and prevent the forces created by thepistonand
transmitted to the crankshaft by theconnecting rodsfrom dislodging the
crankshaft, instead forcing the crank to convert the reciprocating movement
into rotation.

While some small single-cylinder engines have only one main bearing,
designed to deal with thebending momentexerted by the crank as a result of
the force from the connecting rod, most engines have at least two main
bearings, one at each end of the crank shaft and may have as many as one
more than the number ofcrank pins. Increasing the number of bearings in an
engine will generally increase the size and cost of the engine, but also
provides stability to the crankshaft, which would otherwise have to endure
greater bending moments from having the crank pin further from a bearing.
The combination of bearing number and crankshaft design can also have an
effect onengine balance; a more stable crankshaft will better avoid
unbalance from flexing, but increasing the crankshaft length or girth to
accommodate an additional bearing increases the rotational inertiaof the
crankshaft, which can have the opposite effect.

4-stroke engine main bearing

Thrust block and Bearings

As with any propulsion system the thrust from the propeller must be
transmitted into the hull to drive the ship through the water.

The advantage of using a thrust block is that the propeller thrust load is
not taken by the engine-gearbox. This way an optimised flexible
mounting system of engine-gearboxcan be used,which gives the best
results for vibration isolation and reduction of structure borne noise from
engine-gearbox to the foundation (hull of the ship). Structure borne
noise is transmitted quickly through the hull and causes disturbing noise
(resonance) in areas outside of the engine room, this can cause
problems or discomfort.

Thrust Block and bearing

Bottom End Bearing (Big end)

Bottom end bearings are bearings on which the crank pin rests. Big
endbearings are commonlybushingsorplain bearings, but less
commonly may beroller bearings.

A forged steel connecting rod complete with bottom end bearing housing
has replaced the older style connecting rod with marine palm and
separate bearing. The bottom half of the white metal bearing can either
be cast into the cap or, like the top half, be a separate steel backed shell.
With modern steel backed shell bearings, the clearance is built in and
non adjustable; when it becomes excessive the bearing is changed. Older
thick walled bearings used shims to adjust the clearance. Because the
load on the connecting rod is always downwards on a two stroke engine,
it is the top half of the bearing which takes the load.

Bottom End
bearing (2 stroke)

Oil is supplied down from the

crosshead, through a bore in the
connecting rod and round the
outside of the top shell to the ends
of the bearing half where it is fed
into the bearing through two holes.
The bottom half of the bearing
may have a groove cut into it to
assist in carrying the oil around.

Bottom End Bearing (4 stroke)

Connecting Rod

In
a
reciprocating
piston
engine,
the
connecting
rodor
conrodconnectsthe piston to the crank or crankshaft. Together with the
crank, they form a simple mechanism that converts reciprocating motion
into rotating motion.

In four stroke engines, the conrod is connected to the piston through the
gudgeon pin at the other end. In two stroke engines, the conrod is
connected to the crosshead at the other end.

Connecting rod of a 2 stroke

engine

Crosshead and bearing

Acrossheadis a mechanism used in long reciprocating engines and

reciprocating compressors to eliminate sideways pressure on the piston.
Also thecrosshead enables the connecting rod to freely move outside
the cylinder. The purpose of the crosshead is to translate reciprocating
motion of the piston into the semi rotary motion of the con rod and so
bearings are required

Guide and Guide shoes

It is also necessary to provide guides in order to ensure that the side

thrust due to the conrod is not transmitted to the piston. This also
ensure the piston remains central in the cylinder thus limiting wear in
the liner.

To ensure that the crosshead reciprocates in alignment with the piston in

the cylinder, guide shoes are attached either side of the crosshead pin.
These shoes are lined with white metal, a bearing material and they
reciprocate against the crosshead guides, which are bolted to the frame
of the engine. The crosshead guides are located inbetween each
cylinder.

Guide and Guide Shoes

Lubrication of Main Bearing, Bottom

end bearing, and crosshead bearing

1.Crankshaft Oil-hole Drillings

Oil from the main oil gallery reaches each individual main-journal and
bearing. Oil is fed through a central circumferential groove in the bearing
and it completely surrounds the central region of the journal surface.
Diagonal oil hole drills are provided in the crankshaft which pass through
the webs between the main and big-end journals for lubrication of the bigend journal. For effective lubrication of the big-end, these oil holes emerge
from the crankpin at about 30 degrees on the leading side of the cranks
TDC position. The drilled oil passages should not be close to the side walls
of the webs or near the fillet junction between the journal and the webs to
avoid high stress concentration, which may cause fatigue failure. Also the oil
holes on the journal surfaces must be chamfered to reduce stress
concentration, but excessive chamfering can destroy the oil film.

2. Splash Lubrication System

In order to ensure adequate supplies of oil to the engine parts, a reservoir of oil is
provided by the sump which is the lower part of the lubrication system and in
automobile engines the sump is the oil pan. From the reservoir, oil is distributed
throughout the engine either by the splash system or the full pressure system. In
case of two-stroke engines, the crankcase cannot be used as an oil reservoir. The
lubrication, in this case, is provided by mixing a small proportion of oil with petrol.
In the splash system the oil is maintained in little troughs (Fig. 11.9). There are
dippers at the ends of the connecting rods to splash the oil on the various parts like
cylinder walls, camshafts, gudgeon pins etc. as they travel through the oil troughs
towards the bottom of the stroke of the piston. The oil is supplied to the main
bearings under pressure due to an oil pump through drilled passages, in the
crankcase, called galleries. The oil pump also replenishes the troughs. The system is
now practically obsolete.

3. Full Pressure System

forced-feed lubrication systems, generally of the wet-sump type in which

the sump acts as both an oil-drain return and a storage container. A rotarytype oil-pump provides forced feed. The pump may be driven directly from
the crankshaft or indirectly from the camshaft or any auxiliary shaft). Oil
from the sump reaches the pump through the submerged gauze strainer
and pick-up pipe. The oil is then compressed, which passes through a
drilling to the lubrication system. A pressure-relief valve positioned on the
output side of the pump controls the oil pressure. If the oil pressure
becomes too high, the relief valve opens and bleeds surplus oil back to the
sump. The relief valve may be installed on the filter unit, the crankcase, or
the pump housing.
The oil-pump forces the oil through drillings in the crankcase to a cylindrical
full-flow filter unit. The oil circulates around the filter bowl, passes through
the filter towards its center, and flows out to the main oil passage, called
main oil gallery which lies parallel to the crankshaft. In most car and
commercial vehicle engines, the oil gallery is formed by drilling a hole in
the crankcase for full length of the engine and plugging the ends.

Main and Big

Bearing
Lubrication
The oil is
fed to the crankshaft main journal
bearings and in some cases to the camshaft
bearings through various branch crossdrillings in the crankcase. A few heavy
commercial engines use a separate pipe
located underneath the main-bearing caps
and by pedestal brackets. Drillings in these
brackets connect the gallery-pipe oil to the
main bearings. By diagonal drillings in the
crankshaft a continuous oil is fed to the bigend bearings from the oil grooves around
the main-bearings liners. These drillings
pass from the main-bearing journal to the
big-end crankpins through the crankshaft
web.

Gear wheel transmission

Chain Wheel

Cam Shaft Bearing Arrangement

Acamshaftis a shaft to which acamis fastened or of which a cam forms

an integral part.

The relationship between the rotation of the camshaft and the rotation
of thecrankshaftis of critical importance. Since the valves control the
flow of the air/fuel mixture intake and exhaust gases, they must be
opened and closed at the appropriate time during the stroke of the
piston. For this reason, the camshaft is connected to
thecrankshafteither directly, via agearmechanism, or indirectly via a
belt or chain called atiming beltortiming chain

This invention relates to a camshaft bearing arrangement for an overhead

camshaft engine and more particularly to an improved assembly arrangement
for the camshaft and other associated components of the engine.

another feature of the invention is adapted to be embodied in an assembly

for an internal combustion engine that comprises a cylinder block, a cylinder
head detachably affixed to the cylinder block by a plurality of first threaded
fastening means, a plurality of poppet valves supported for reciprocation by
the cylinder head and a camshaft for operating the poppet valves. In
accordance with this feature of the invention, a cam carrier is detachably
affixed by second threaded fastening means to the cylinder head. A bearing
cap is detachably affixed to the cam carrier by third threaded fastening
means and the cam carrier and bearing cap have bearing surfaces that
journal the camshaft.