Expert systems for diagnostics of marine diesel engines

Turbocharged slow-speed two-stroke diesel engines are the most common marine propulsion
engines today. Such engines drive the ships propeller directly and in this way create the most
efficient propulsion systems. In addition to high performance and reliability, their features
include a planned maintenance system carried out exclusively by the crew. The development
of these engines aims to increase their specific output, increase their mean effective pressure
and the turbocharging pressure. This has been paralleled by increasingly strict environment
preservation standards, so that particular attention has been paid to the processes occurring in
the engine cylinders. The turbocharger should ensure enoughamount of air, even at transient
regimes of operation and particular problems are aggravated conditions, which are well
described by Heim [1]. Transient phenomena,
caused by significant load changes that can take place under aggravated sailing conditions,
result in incomplete combustion and/or exposure of engine parts to overheat.
Soot can be expected as well. Besides its adverse impact

By turbocharging an engine, the following advantages are obtained:

Prednabijanjem motora dobivene su sljedee prednosti:

Increased power for an engine of the same size OR reduction in size for an
engine with the same power output.
Poveana snaga za motor iste veliine ili smanjenje veliine za motor s
istom izlaznom snagom.
Reduced specific fuel oil consumption - mechanical, thermal and scavenge
efficiencies are improved due to less cylinders, greater air supply and use
of exhaust gasses.
Smanjena specifina potronja loivog ulja - mehanika, toplinska i
skupljaju uinkovitosti su poboljana zbog manje cilindara, vee dovod
zraka i koritenja ispunih plinova.
Thermal loading is reduced due to shorter more efficient burning period for
the fuel leading to less exacting cylinder conditions.
Toplinsko optereenje je smanjeno zbog kraeg uinkovitijeg vremena
sagorijevanja za dovod goriva do manje zahtjevnih stanja cilindara.

The turbocharger consists of a single

stage impulse turbine connected to a
centrifugal impeller via a shaft.
Turbopunja se sastoji od
jednostupanjske impulsne turbine
spojene na centrifugalni rotor preko
osovine (vratila).
The turbine is driven by the engine
exhaust gas, which enters via the gas
inlet casing. The gas expands through
a nozzle ring where the pressure
energy of the gas is converted to
kinetic energy. This high velocity gas
is directed onto the turbine blades
where it drives the turbine wheel, and
thus the compressor at high speeds (10
-15000 rpm). The exhaust gas then
passes through the outlet casing to the
exhaust uptakes.
Turbina se pokree ispunog plina

motora, koji ulazi preko ulaznog plina

kuite. Plin iri kroz mlaznicu prsten,
gdje je energija tlaka plina pretvara se
u kinetiku energiju. Ova visoka
brzina plinova usmjerava na lopatice
turbine gdje pokree turbine kotaa, a
time i kompresor pri visokim brzinama
(10 -15000 min). Ispunih plinova
zatim prolazi kroz izlazni kuite u
ispunim uptakes.

On the air side air is drawn in through

filters, and enters the compressor
wheel axially where it is accelerated
to high velocity. The air exits the
impeller radially and passes through a
diffuser, where some of the kinetic
energy gets converted to pressure
energy. The air passes to the volute
casing where a further energy
conversion takes place. The air is
cooled before passing to the engine
inlet manifold or scavenge air receiver.

The nozzle ring is where the energy in the exhaust gas is converted into
kinetic energy. It is fabricated from a creep resistant chromium nickel
alloy, heat resisting moly-chrome nickel steel or a nimonic alloy which
will withstand the high temperatures and be resistant to corrosion.

Turbine blades are usually a nickel chrome alloy

or a nimonic material (a nickel alloy containing
chrome, titanium, aluminium, molybdenum and
tungsten) which has good resistance to creep,
fatigue and corrosion. Manufactured using the
investment casting process. Blade roots are of fir
tree shape which give positive fixing and
minimum stress concentration at the conjunction
of root and blade. The root is usually a slack fit to
allow for differential expansion of the rotor and
blade and to assist damping vibration. On small
turbochargers and the latest designs of modern
turbochargers the blades are a tight fit in the
wheel.

Lacing wire is used to dampen vibration, which can

be a problem. The wire passes through holes in the
blades and damps the vibration due to friction
between the wire and blade. It is not fixed to each
individual blade. The wire can pass through all the
blades, crimped between individual blades to keep it
located, or it can be fitted in shorter sections, fixed
at one end, joining groups of about six blades. A
problem with lacing wire is that it can be damaged
by foreign matter, it can be subject to corrosion, and
can accelerate fouling by products of combustion
when burning residual fuels. Failure of blading due
to cracks emanating from lacing wire holes can also
be a problem. All the above can cause imbalance of
the rotor.

The turbine casing is of cast iron. Some casings are water cooled which
complicates the casting. Water cooled casings are necessary for turbochargers
with ball and roller bearings with their own integral LO supply (to keep the LO
cool). Modern turbochargers with externally lubricated journal bearings have
uncooled casings. This leads to greater overall efficiency as less heat energy is
rejected to cooling water and is available for the exhaust gas boiler.

The compressor impeller is of aluminium alloy or the more

expensive titanium. Manufactured from a single casting it is
located on the rotor shaft by splines. Aluminium impellers
have a limited life, due to creep, which is dictated by the
final air temperature. Often the temperature of air leaving the
impeller can be as high as 200C. The life of the impeller
under these circumstances may be limited to about 70000
hours. To extend the life, air temperatures must be reduced.
One way of achieving this is to draw the air from outside
where the ambient air temperature is below that of the
engine room. Efficient filtration and separation to remove
water droplets is essential and the impeller will have to be
coated to prevent corrosion accelerated by the possible
presence of salt water.

The air casing is also of aluminium alloy and is in two parts.

Bearings are either of the ball or roller type or plain white metal journals. The
ball and roller bearings are mounted in resilient mountings incorporating spring
damping to prevent damage due to vibration. These bearings have their own
integral oil pumps and oil supply, and have a limited life (8000 hrs). Plain journal
bearings are lubricated from the main engine oil supply or from a separate system
incorporating drain tank, cooler and pumps. Oil is supplied in sufficient quantity
to cool as well as lubricate. The system may incorporate a header tank
arrangement to supply oil to the bearings whilst the turbocharger comes to rest
should the oil supply fail. A thrust arrangement is required to locate and hold the
rotor axially in the casing. In normal operation the thrust is towards the
compressor end.

Labyrinth seals or glands are fitted to the shaft and

casing to prevent the leakage of exhaust gas into the
turbine end bearing, or to prevent oil being drawn
into the compressor. To assist in the sealing effect,
air from the compressor volute casing is led into a
space within the gland. A vent to atmosphere at the
end of the labyrinth gives a guide to the efficiency
of the turbine end gland. Discoloring of the oil on a
rotor fitted with a roller bearing will also indicate a
failure in the turbine end gland.
A labyrinth arrangement is also fitted to the back of
the compressor impeller to restrict the leakage of air
to the gas side

Prijevod

UVOD
Do turbo motor, sljedee prednosti dobivene su:
Poveana snaga za motor iste veliine ili smanjenje veliine za motor s
istim snage.
Smanjena specifina potronja loivog ulja - mehanika, toplinska i
skupljaju uinkovitosti su poboljana zbog manje cilindara, vee dovod
zraka i koritenja ispunih plinova.
Toplinska loading je smanjena zbog kraeg uinkovitije gorjeti za gorivo
dovodi do manje zahtjevnim uvjetima cilindara.

Turbopunja se sastoji od jednog stage

impulsne turbine spojene na
centrifugalni rotoru preko shaf t.
Turbina se pokree ispunog plina
motora, koji ulazi preko ulaznog plina
kuite. Plin iri kroz mlaznicu prsten,
gdje je energija tlaka plina pretvara se
u kinetiku energiju. Ova visoka
brzina plinova usmjerava na lopatice
turbine gdje pokree turbine kotaa, a
time i kompresor pri visokim brzinama
(10 -15000 min). Ispunih plinova
zatim prolazi kroz izlazni kuite u
ispunim uptakes.
Na strani zraka zrak se uvlai kroz
filtere, i ulazi u kompresor kota osno
gdje je ubrzao na velikom
brzinom. Zrak izlazi iz rotora radijalno
i prolazi kroz difuzor, gdje su neki od
kinetike energije dobiva pretvorena u
energiju tlaka. Zrak prolazi do spiralno
kuite gdje dodatno pretvorbe
energije odvija. Zrak se hladi prije
prelaska na ulaznoj motor granu ili
proistiti zrak prijemnik.

Gdje je prsten sapnice energija u ispunom plinu se pretvara u kinetiku

energiju. To je proizveden od puzanje otpornog krom nikal legure,
toplinski otpornog Moly-krom nikal elika ili Nimonic legure koja e
izdrati visoke temperature i biti otporan na koroziju.

Lopatice turbina su obino nikal krom legure ili

Nimonic materijal (nikla koji sadre krom, titan,
molibden i volfram) koji ima dobru otpornost na
puzanje, zamor i koroziju. Proizvedeno koristei
proces ulaganja lijevanje. Blade korijeni su jele
obliku stabla koja daju pozitivan fiksiranje i
minimalnu koncentraciju naprezanja na spoju
korijena i otrice. Korijen je obino zatije
potrebnim kako bi se omoguilo za irenjem
rotora i otrice i pomoi priguivanja vibracija. Na
malim turbo punjaa i najnovije modele modernih
turbopunjaa lopatice su tijesno u kolo.

Uvezivanje ica se koristi za amortiziranje vibracije,

to moe biti problem.ica prolazi kroz rupe u
lopatice i priguuje vibracije zbog trenja izmeu
ice i noa. Nije uvren na svakom pojedinom
noa. ica moe proi kroz sve lopatice, uvijen
izmeu pojedinih otrica da bi ga se, ili se moe
ugraditi na kraim dionicama, fiksiran na jednom
kraju, pridruio grupe oko est noeva. Problem s
uvezivanje icom je da to moe biti oteen zbog
stranog tijela, to moe biti predmet korozije, a moe
ubrzati obratanja s proizvodima izgaranja prilikom
spaljivanja preostali goriva. Neuspjeh lopatice zbog
pukotina koje proizlaze iz uvezivanje iane rupe
takoer moe biti problem. Sve gore moe
uzrokovati neravnoteu rotora.

Turbina kuite od lijevanog eljeza. Neki kuita su vodeno hlaenje koji

komplicira casting. Vodeno hlaenje kuita su potrebne za turbopunjaa s
loptom i rolera s vlastitim sastavni LO opskrbe (zadrati LO svje). Moderni
turbopunja s vanjske strane podmazivanje kliznih leajeva imaju nehlaenoga
kuita. To dovodi do vee ukupne uinkovitosti i manje toplinske energije je
odbaen na rashladne vode, a dostupan je za plinskog kotla ispunog.
Kompresor zamanjaka su od aluminijske legure ili skuplje
titana. Proizvedeno iz jednog casting se nalazi na vratilu
rotora strane krive. Aluminijske rotori imaju ogranien vijek
trajanja, zbog puzanja, to je uvjetovano konane
temperature zraka. esto je temperatura zraka iz rotor moe
biti ak 200 C. ivot rotora pod tim uvjetima mogu biti
ograniene na oko 70000 sati. Produiti ivot, temperatura
zraka se mora smanjiti.Jedan od naina postizanja toga je
izvui zrak iz vani, gdje temperatura zraka je nia nego u
strojarnici. Uinkovito filtriranje i odvajanje kako bi se
uklonila voda, a kapljice se bitno rotor e biti obloena da se
sprijei korozija ubrzana moguu prisutnost slane vode.

Zrak kuite je od aluminijske legure te je u dva dijela.

Leaji su ili loptu ili valjkom tipa ili obini bijeli metal asopisima. Loptu i
valjkasti leajevi smjeteni su u elastinim draima sjedinjavanje proljee
priguivanja kako bi se sprijeilo oteenje zbog vibracija. Ovi leaji imaju svoje

integralne naftne pumpe i opskrbu naftom, a imaju ogranien vijek trajanja (8000
sati). Obian dnevnik podmazuje leajeve od glavne isporuke motornog ulja ili iz
zasebnog sustava koji ukljuuje spremnik za isputanje, hladnjak i pumpi. Ulje se
isporuuje u dovoljnoj mjeri da se ohladi, kao i podmititi. Sustav se moe
ukljuiti aranman zaglavlja spremnika za opskrbu ulja na leajevima dok je
turbopunjaem dolazi na odmor trebala ponuda nafte uspjeti. Potisak aranman je
trebao pronai i drite rotor aksijalno u kuite. U normalnom radu potisak je
krajem kompresora.
Labirint brtve ili lijezde su ugraeni na vratilu i
kuitu kako bi se sprijeilo curenje ispunih
plinova na kraju leaja turbine, odnosno kako bi se
sprijeilo ulje se uvlai u kompresor. Kako bi se
pomoglo u snazi za brtvljenje, zrak iz kompresora
spiralno kuite je dovelo u prostor unutar
lijezda. Oduka u atmosferu na kraju labirinta daje
vodi za uinkovitosti krajnjeg turbine
lijezde. Promjena boje na ulju na rotoru opremljen
roller bearing e takoer ukazuju na neuspjeh u
krajnjem turbine lijezde.
Labirint aranman takoer je postavljen na stranjoj
strani kompresora rotoru ograniiti curenje zraka na
strani plina
http://www.marinediesels.info/4_stroke_trunk_piston_engine_access.htm

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