On MAN B&W two-stroke diesel engines the

exhaust gas is discharged from the exhaust valves

to the exhaust gas receiver and from there to the
turbo charger/-s, i.e. constant pressure turbo
charging. The temperature measured at the
exhaust valves is normally in the range of 300-400
degrees Celcius at MCR, depending on ambient
conditions. The temperature measured before the
turbo charger/-s is normally in the range of 380-
430 degrees celcius at MCR, depending on ambient
conditions.
The temperature measured at the individual
exhaust valves is lower due to the variation of both
gas temperature and velocity during a cycle. The
gas velocity is zero when the exhaust valve is
closed and large when the exhaust valve is
opened. The gas temperature varies from
approximately 900 degrees Celcius when the
exhaust valve opens dropping gradually to being
close to the scavenge air temperature towards the
end of the scavenge period. The indicated
temperature is of course an average temperature,
but it is also affected by the variation of the heat
transfer factor due to the variation of the gas
velocity. The temperature measured before the
turbo charger/-s represents the temperature of an
exhaust gas of even temperature and velocity, why
the temperature is higher than at the individual
exhaust valves.
FOR CALCULATION OF ENGINE POWER FROM
INDICATOR DIA MAN B&W MANUAL GIVES THE
FOLLOWING STEPS

MEAN IND PRESSURE= AREA OF IND DIA/(LENGTH

OF THE INDICATOR DIA*SPRING CONST)

MEAN EFFECTIVE PRESSURE=MEAN IND PRESS-

FRICTION LOSS

MEAN IND POWER=CYL CONST* N* MEAN IND

PRESS
(WHERE N= RPM OF ENGINE)
MEAN EFFECTIVE POWER=MEAN EFF PRESS* N*
CYL CONST

CYL CONST=13200*D*D* S
(WHERE D= BORE DIA AND S= STROKE)

FOLLOWING ARE MY QUESTIONS

1. DOES PLANIMETER GIVE DIRECTLY AREA IN SQ
MM

2. CYLINDER CONST IS ACTUALLY WHAT

3.IN ONE OF THE PUBLICATIONS OF MAN B&W I

SAW THAT THE 42 IN S642MC INDICATES PISON DIA
BUT WHEN THEY
GIVE SPECIFICATIONS OF THE ENGINE THEY GIVE
THAT AS THE BORE DIA WHAT ACTUALLY IS 42
ACTUALLY WHAT WE HAVE TO TAKE PISTON DIA OR
BORE DIA
FOR POWER CALCULATION

4 IN REEDS NAVAL ARCHITECTURE IT IS GIVEN

THAT EFFECTIVE POWER IS THE FINAL POWER
FROM PROPELLER DEDUCTING HULL LOSSES
ACTUALLY WHAT IS THE EFFECTIVE POWER. I
BELIEVE THAT IT IS THE POWER DELIVERED TO THE
SHAFT BY THE MAIN ENGINE
1.A digital planimeter will give area in sq.mm
or sq.inch depending on its setting.
2.PLAN/60 gives power , for a particular engine say
6S60MC-C, STROKE(L) ,BORE(D) - AREA (A) pI/4 *D
squared.
the product of this L and A divided by 60 remains
constant .
this value is found out for every model of engine
it makes calculation easier.

What change occur in the starting air distributor

(rotary type)during reversing in B&W SMC-C
engines for firing order reversal & how
the rotation of the distributor changes

why a four stroke engine has a serrated crosshead?

Fixed centers conrod relies on dimensions & fitting
accuracy to ensure correct clearances. Serrations
are used to locate the two halves relative to one
another, especially on obliquely split big end.

In large slow speed diesel engines, sometimes

cams with a large dwell are fitted and often these
are referred to as negative cams. 2 examples are
air-starting cams for the pilot valves in Sulzer
engines and fuel pump cams in M.A.N. + B & W
LMC series engines.
Is negative cam a technically acceptable
description of a cam? If yes, how is it defined? Any
cam with a dwell of more than (say) 180 degrees?

My next question is what are the advantages of the

(so called) negative cams?

M.A.N. + B & W LMC series fuel pump cam has 2

identical flanks for ahead and astern delivery of
fuel, the reversing being achieved by shifting the
roller position to one side or the other to suit the
timings for the required direction. It has a large
dwell and a very small base circle giving an
appearance of negative cam. I cannot think of any
reason for this or any disadvantage if the relative
sizes of the base circle and dwell periods were
reversed making the cam look like any other
ordinary cam. In fact, a large base circle would
provide more time for the fuel oil to flood the pump
barrel before commencement of delivery stroke,
which may be more advantageous.

Would appreciate members views on the

advantages of negative cams in general and / or
with particular reference to the above example.
My B&W book states that the cam is shaped like
this to "enable the plunger barrel to fill quickly".
Doesn't help much does it? I have pondered this
myself in the past - best bet is to ask B&W!
NEGATIVE CAMS
Since posting the above, I have been checking with
other sources including MAN + B&W and can now
perhaps answer my own question as follows.

A cam does not become a negative cam just

because it may have a very large dwell angle
compared to the base circle angle. The MAN + B &
W MC series engine fuel cam is, by the same token,
not a negative cam. It has a very large dwell and a
small (almost non-existent) base circle. It has been
shaped that way to reduce the angular shift
required to reverse, making it possible to install a
simple and practical reversing arrangement by
shifting the roller.

A diesel engine cam normally performs an

operation (e.g. opening a valve or injecting fuel) by
an upward or outward (positive) movement of the
roller as in the case of inlet and exhaust valve and
fuel pump. On the other hand, when the action is
performed by the downward or inward movement
of the roller, it is called a negative cam e.g. air
starting valve. The air starting pilot valve rollers
are normally lifted clear of the cam except during
starting. If the cam were not negative, then some
of the pilot valves, which should not deliver
starting air for a particular engine position, may do
so while the roller travels towards the base circle
through the delivery zone.
why dwell is sometimes incorporated on cam?
why auxiliary engine connecting rod is angled and
serrated and not of main engine?
acceleration/force tend to be maximum on the
nose region of the cams wrt the rollers following
the cam profile.incorporating a greater dwell
reduces the inertial forces on the rollers.width of
the cam track is reduced, cam is made lighter
(lesser material) are other features, though not
directly related to the dwell.

A common arrangement on ships fitted with large diesel main

propulsion engines is to provide an oil fired boiler and exhaust gas
economizer. In port the boiler is fired to meet the steam demands
in port.

Out at sea a circulating pump draws the water from the boiler,
forces it through the economizer and then back to the boiler.
Steam is produced from the waste heat of the diesel engine
exhaust gas which is usually sufficient to meet the ships needs at
sea without firing the main boiler.

Assuming that the boiler design pressure is 10 bar, I have the

following questions:

1. The circulating pump suction should of course be below the

boiler water level. Approximately at what height the from the
bottom will the suction line be fitted
2. At what point will the economizer return be located above the
water level? Below the water level? If below, how much below the
water level?
3. Does the economizer content return to the boiler as water or a
mixture of steam and water and in the later case, what is the
expected proportion of steam to water?
4. According to one source, the economizer water return
temperature should be lower than the saturation temperature
corresponding to the economizer water pressure (which should be
higher than the boiler pressure) and it flashes off into steam after
entering the boiler. According to the source, the difference
between the actual economizer water return temperature and the
saturation temperature should be about 5 degrees Celsius. Is this
correct?
5. What should ideally be the difference between economizer
outlet temperature and the exhaust gas outlet temperature?
6. According to the class rules the boiler safety valve should be
adjusted to lift at the design pressure of 10 bar with a working
tolerance of 3 per cent. What should be economizer safety valve
lifting pressure? More than the boiler safety valve lifting pressure?
How much more?
1:Lower height depends of the construction and
arrangemnt.Typical, from my experience is about 0-10mtrs as
boiler is pressurized.
2:From my experience again it should be located above the boiler
s water level.
3:As I understand the system it should be water(forced
circulation)
4: An example found: at 8,9 bar water saturation point is about
175 Celcius while the exh, gas outlet temperature is 210
Celcius.Regarding the rest of the theory of your source seems to
be correct.
5:as for the teperature please consider that might be higher at
lowoperating boiler pressures
6:Exh. gas boiler is considered as a boiler too.So there should be a
designated design pressure which determines at which point the
safety valve opens.
Nevertheless circulating pumps takes suction from the boiler,lets
say 10 bar, and discharge it to the boiler again after passing
through the economizer which means that the pressure should be
higher in order to overcome the 10 bar pressure of the boiler.
Lets say that we have a boiler with the design press of 18 bar.In
order to operate such a system you need an economizer of higher
press because circulating pumps suction 18 bar and needs an
additional press to overcome the boilers press (so above 18
bar)Typically in such an installation economizer safety valve
sohould be about 22 bar.