Wednesday, September 23, 2009
Old Canadian Marine Engine
The Collingwood Engine was made about 50 miles from our home. We used to have the single shown below, but when the two grandsons of Dixon showed up at the door wanting a piece of their family history, we thought it best to let them enjoy it. If WCTom is looking to sell or trade, we'd be interested in putting that local engine back in our Canadian collection.
Semi Rotary Hand Pump
Aluminum Semi-Rotary Hand Pump is a new design pump which will replace the old cast iron pump, it is light, and good apperance.
Cylinder Rubber Fender
Our cylinder rubber fenders have Low reaction force, Moderate face pressure and reasonable capability of energy absorption. Good adaptability and wide application for transversal and longitudinal shake during berthing. It can well meet needs of ships with various sizes Low use factor; facile installation and maintenance greatly facilitates restoration of old quay
Atlas-Imperial
Atlas-Imperial engines were considered one of the most serviceable diesels ever built in the US. Starting in 1916, Atlas built diesels for tugboats, fish boats and coasters. With engines in a variety of sizes (2 to 8 cylinders), their diesels became common on the West coast shore. Many engines that were built in the 1920's continued to run into 1951. Soon after, Atlas closed its Oakland, California, doors
Ship engine
This photo has been taken by Rémi Kaupp (User:Korrigan) and released under the license(s) stated below. You are free to use it for any purpose as long as you credit me and follow the terms of the license
Sunday, September 13, 2009
High speed auxiliary diesel engine for ships
Model SCG-100 Application Products: High-speed 4 strokes marine emergency power generator container carrier and others
some piston rods
The "spikes" on the piston rods are hollow tubes that go into the holes you can see on the bottom of the pistons (left picture) and inject oil into the inside of the piston which keeps the top of the piston from overheating. Some high-performance auto engines have a similar feature where an oil squirter nozzle squirts oil onto the bottom of the piston.
Some pistons
The "spikes" on the piston rods are hollow tubes that go into the holes you can see on the bottom of the pistons (left picture) and inject oil into the inside of the piston which keeps the top of the piston from overheating.
Cylinder liner
The cylinder deck (10 cylinder version). Cylinder liners are die-cast ductile cast iron. Look at the size of those head studs!:
A piston & piston rod assembly
A piston & piston rod assembly. The piston is at the top. The large square plate at the bottom is where the whole assembly attaches to the crosshead
A cross section of the RTA96C:
The internals of this engine are a bit different than most automotive engines. The top of the connecting rod is not attached directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston. I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time.
Crank & rod journals
Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide:
crankcase
The crank sitting in the block (also known as a "gondola-style" bedplate). This is a 10 cylinder version.Note the steps by each crank throw that lead down into the crankcase:
Bow thruster for ships
Hyundai thruster cab be fitted to a wide range of vessels operating in all over the world. The tunnel thruster is designed for giving max. Side thrust force to the ship in maneuvenng condition. Thrust system normally consists of the thruster unit with tunnel, hydraulic equipment, remote controller and pime mover. Long service life and easy maintenance are key factors in the design and development of Hyundai Thruster. As a total system supplier, Hyundai provides complete drive system packages for thruster, such as electric or hydraulic drives and Hyundai Thruster are available in both controllable pitch(CP) and fixed pitch(FP) propellers.
Turbocharger for ships HYUNDAI Marine Engines
Based on the most up-to-date technology accumulated through its wealth of experience in manufacturing diesel engines and a wide variety of precision machinery, HHI produces exhaust gas turbochargers:ABB's TPL/VTR type, and MHI's MET type for turbocharging diesel engines under a technical tie-up with ABB Turbo System Ltd. of Switzerland and Mitsubishi Heavy Industries Ltd. of japan, respectively who themselves have more than 40 years' experience in the field of designing and manufacturing turbochargers.
Propeller for ships HYUNDAI Marine Engines
HHI produces a wide variety of marine propellers, with a current production capacity of 210 sets per annum. Our propellers have a diameter up to 11 m, and a maximum unit weight of 114 ton, and are made from such materials as manganese bronze and nickel-aluminum bronze. Hyundai employs a comprehensively computerized design, manufacturing and inspection system for these products.
(diesel engine) HYUNDAI Marine Engines
- Bore : 320 mm, Stroke : 400 mm - Cooling Water Supply : Fresh Water L.T and H.T - Fuel : MDO, HFO (700 cSt at 50 deg C) - Lubricating Oil Supply : SAE 40 - Compressed Air Supply : 10 to 30 bar for starting and control.
(diesel engine, 4 stroke, in-line type) HYUNDAI Marine Engines
- Bore : 170 mm, Stroke : 280 mm - Cooling Water Supply : Fresh Water L.T and H.T - Fuel : MDO, HFO (700 cSt at 50 deg C) - Lubricating Oil Supply : SAE 40 - Compressed Air Supply : 10 to 30 bar for starting and control.
Generator set for ships
- Bore : 250 mm, Stroke : 330 mm - Cooling Water Supply : Fresh Water L.T and H.T - Fuel : MDO, HFO (700 cSt at 50 deg C) - Lubricating Oil Supply : SAE 40 - Compressed Air Supply : 10 to 30 bar for starting and control.
Low speed propulsion diesel engine for ships
The Engine & Machinery Division of Hyundai Heavy Industries Co.,Ltd. (HHI- EMD) has been supplying "One out of Three" of the world's two-stroke diesel engines for marine propulsion and power generation, and has always been striving to provide our valuable customers with high quality and most economical products. Our established reputation is well supported by our superb performance in the category of marine and stationary use of diesel engines since the start of production in 1978.
Generator set for ships
Engine Power Ranges of MAN B&W Marine GenSets The stated engine outputs are the Continuous Rating Overload corresponds to 110% Continuous Service Rating, (However 105% for L32/40) and may be permitted for a limited period of one hour every 12 hours
Cruise ship engine photos
I'm leaving tomorrow for for Miami and some time on a Carnival cruise ship. I will ask if I can...
this thread has 15 replies and has been viewed 1860 times
this thread has 15 replies and has been viewed 1860 times
Shri Ram International
We are an ISO 9001:2000 certified company - engaged in Manufacturing & Export of Engine Parts suitable for Automobiles, Tractors, Marine / Ship Engines.
CYLINDER HEAD
CYLINDER HEAD of MAK M32 SECOND HAN IN GOOD CONDITION and other types of CYLINDER HEAD,new(china orginal )and used
Our Company
International Ship Repair & Marine Services began repairing ocean going vessels in 1973. Since its beginning, the dedication of our employees has given us the worldwide reputation for prompt, efficient, quality service. The company has maintained the basic foundation of International Ship Repair while adding extensive repair capabilities, conversion capabilities, and services.
Monday, September 7, 2009
ship diesel engine Low speed propulsion diesel engine for ships 2 stroke, in-line type H Cegielski Poznan SM SERIES:2000-10200 kW
Characteristics:- reduced fuel consumption,
- better cylinder compensation,
- better acceleration,
ship diesel engine High speed auxiliary diesel engine for ships (4 stroke, in-line type, turbocharged) Guascor F 180 SERIES: 184-577kW
6 cylinders (SF180) and 8 cylinders (SF240) in Line crankcase with inspection doors on both sides. Suspended crankshaft with seven main (SF180) and nine main (SF240) bearings. Diagonally split connecting rods. Connecting rod and crankshaft tri-metallic bearings. Aluminum alloy pistons with three rings. Cast individual cylinder heads, with four valves. Wet type cylinder liners. Monoblock injection pump with in-built mechanical governor. Direct injection. Cooled exhaust manifolds. Thermostatic valves. Raw water pump. Heat exchanger. Electric or pneumatic starter. All services driven by gears. High performance turbocharger. Supercharged air cooling by fresh water.
medium-speed engine Watch the video Medium-speed propulsion diesel engine for ships (4 stroke, V-type, turbocharged) Fairbanks morse Colt-Pi
The Colt-Pielstick PA6B STC is the latest development of the PA6 engine, intended for ships requiring high-propulsion power combined with a lightweight installation. Available in 12-, 16-, 18-, and 20-cylinder configurations, the PA6B engine is designed specifically for the high demands of naval and commercial markets.
The PA6B engine features Sequential Turbo Charging (STC), which uses two turbochargers in parallel for efficient full-power operation and the use of only one turbocharger for low speed, high-torque operation. The use of one turbocharger maximizes the available energy from the whole engine instead of only half the engine, as is typically done. The extra exhaust energy (double) boosts the turbocharger away from surge conditions and delivers the necessary combustion air to allow engine operation in areas otherwise unattainable.
Diesel Engines
The diesel engine has become an integral part of the Navy's propulsion capabilities. It involves the combustion of a suitable fuel inside a cylinder containing a piston, whose motion results from the transformation of thermal energy into mechanical work. Today, diesel engines are used extensively in the Navy, serving as propulsion units for small boats, ships and land vehicles. They are also used as prime movers in auxiliary machinery, such as emergency diesel generators, pumps and compressors. Over one hundred years ago, in a letter to his former tutor Carl von Linde, Rudolph Diesel wrote: "I have some exciting news; I have found an engine which, according to my calculations, consumes only approximately one tenth of the coal required by our contemporary steam engines." With great conviction, Rudolph Diesel developed the first four-stroke diesel engine from his initial mathematical calculations. Its high efficiency placed everything that had gone before it in the shade. With equal conviction, we have optimized his invention with direct injection and turbocharging. The objectives may have changed somewhat, but the conviction with which Rudolph Diesel worked on his engine is now a major means of ship propulsion and electrical power generation. The world's very first diesel engine was developed to maturity in Augsburg, Germany between 1893 and 1897, in collaboration with its famous inventor. The following milestones have played a major pioneering role in the development of today's diesel engine: Between 1901 and 1934 the first four stroke trunk type piston engine was developed, a large diesel engine power plant was established in Kiev, the motor ship Selandia was outfitted with the first marine diesel engine and the first four stroke turbo charged diesel was developed.
In 1935 the first heavy-oil burning four-stroke diesel was manufactured. In 1952 the two-stroke diesel was introduced and in 1987 MAN B&W. The Queen Elizabeth 2 had nine such engines generating a combined output of 132,000 bhp, giving her the most output of her time.
Two of the more common small boat engines used in the Navy today are the 6-71 General Motors Detroit Diesel engine and the Westerbeke Model 4-107. The reason for their popularity is that they are reliable and parts are easy to obtain.
Medium-sized combatant ships and many auxiliary vessels are powered by large (~50,000 Bhp ) single-unit diesel engines or, for more economy and operational flexibility, by combinations of somewhat smaller engines. Diesel engines have relatively high efficiency at partial load, and much higher efficiency at very low partial load than steam turbines. They also have greater efficiency at high speeds than any of the other fossil-fueled plants. Thus they require the least weight of fuel for a given endurance. Other advantages include low initial cost and relatively low RPM, the latter resulting in small reduction gears. Additionally, diesel engines can be brought on-line from cold conditions rapidly. They are reliable and simple to operate and maintain, having a long history of active development for marine use.Large diesel plants have been adapted for use in the Navy on the LSD-41 (Whidbey Island) class (two medium-speed diesel engines drive each of the two shafts). In general, however, the use of diesels on intermediate sized combatants and larger requires that several smaller units be combined to drive a common shaft. This requirement results in severe space and arrangement problems. Among other disadvantages is the fact that periodic engine overhaul and progressive maintenance are required. These result in frequent down periods, which, because of the number of similar units, may not increase the amount of necessary in-port maintenance time, but do decrease the amount of time the ship has full power available while at sea. Finally, the marine diesel has a high rate of lube oil consumption, which may approach 5% of the fuel consumption; thus large quantities of lube oil must be carried.
The moving parts of the diesel engine provide for controlling the elements necessary for combustion and the transformation of combustion to mechanical shaft energy. The major moving components are the crankshaft, piston assembly, connecting rod, camshaft, valves, operating gear, flywheel, vibration dampener and various gears.For a diesel engine to start, it must turn over fast enough to obtain sufficient heat to ignite the fuel-air mixture. Combustion forces the piston down or outward (power stroke) from rapid expansion of the gases. Some factors that effect the starting of an engine include: ambient temperature, compression in the cylinders from excessive wear (low) or newly overhauled engine (high), load on the engine (attached generator) and proper pre-lubrication of the engine bearings prior to starting.
There are two extremes of diesel engine maintenance and overhaul philosophy: run the engine until it breaks and then repair it (usually at the most inopportune time) or continuously tear it down to inspect and replace worn parts. Neither of these philosophies is cost effective nor do they increase engine availability. Monitoring the operational parameters of a diesel engine by plotting and analyzing their values is a proven way to disclose the mechanical condition of a diesel engine. As engine components wear, the operating parameters gradually change with time. Diesel engine trend analysis is the collection and analysis of diesel engine operating parameters for the purpose of predicting the need for corrective maintenance/overhaul. This data can be analyzed to determine the condition of the engine's internal components and critical support systems. Trend analysis and condition based maintenance are logical methods of determining the need for major engine maintenance actions and has been in use in Navy applications since the late 1960's.
USNS Comfort - Engine Room
Well composed and visually arresting image of a ship's engine space. The wide angle lens distortion works for me. Seeing what other Wikipedians think.
PREPPING FOR THE TEST Navy Petty Officer 3rd Class Tyler Jones walks through hospital ship USNS Comfort's engine room in preparation for his enlisted surface warfare specialist oral board Oct. 12, 2007. Comfort completed a four-month humanitarian deployment to Latin America and the Caribbean providing medical treatment to patients in a dozen countries. Photo by U.S. Navy Petty Officer 2nd Class Steven King.
That's a pretty cool image! I had no idea that ship engine rooms looked like that. However, there are what look like large blown areas on the image, and, as far as information content, it's just a bunch of mysterious stuff when sitting on the ship's image page. If it was used to great advantage on engine room (which is currently a stub with a gallery of images), with particular parts of the engine and engine room pointed out , straightened (it's titled), and if I'm wrong about those blown areas, it would probably pass. As is, it is very likely to fail to be promoted as a featured picture. Enuja (talk) 02:43, 16 December 2007 (UTC)
- Okay, I'll translate some of that out of Navyspeak. The sailor is touring the engine space in preparation to test for this pin, center top, pewter, which requires him to be familiar with all basic areas of his ship's function. I'd have trouble identifying the specific pipes and valves because I wasn't an engineer and served on a different class of ship. You might be right about those blown out areas, though. DurovaCharge! 03:20, 16 December 2007 (UTC)
For Sale: Fast Coastal Patrol Craft
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