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0:00

Intro

0:48

Engine Overview

1:53

Engine Details

13:44

Crankcase

26:44

Outro

MAN B&W 7S80ME C9.2 Crosshead disassembly procedure

MAN B&W 7S80ME C9.2 Crosshead disassembly procedure

Channel: Adventure Story

How to reduce CO2 impact in marine industry.

How to reduce CO2 impact in marine industry.

Channel: Adventure Story

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savree_nuggets,

savree

00:00:00

hi guys and girls welcome to another

00:00:03

savory nuggets video the second in the

00:00:06

series

00:00:07

in our last video we took a look at this

00:00:09

ship

00:00:10

this ship is a 210

00:00:14

000 ton container ship it's about 400

00:00:18

meters long

00:00:19

about 60 meters wide and as you might

00:00:22

imagine

00:00:23

it takes quite a lot of effort to push

00:00:26

this thing

00:00:27

through the water so we're going to need

00:00:29

some pretty big

00:00:30

engines in order to get the propellers

00:00:34

to turn this ship has two propellers

00:00:37

on the left there and one

00:00:40

over on the right hand side so let's

00:00:42

pull up another model and have a look at

00:00:44

where the engines are

00:00:45

that drive these propellers

00:00:49

so here's our container ship again let's

00:00:51

just zoom in

00:00:53

and see we've got some containers down

00:00:56

in the hold come a little bit to the

00:00:58

right here

00:00:59

we can see we've got our engine this is

00:01:02

actually a

00:01:03

six cylinder engine one two

00:01:07

three four five six and those

00:01:11

christmas tree shaped items on the top

00:01:13

of the engine

00:01:14

they are actually exhaust gas valves

00:01:16

we'll have a look at those

00:01:18

in a moment you can see the engines line

00:01:20

up quite nicely

00:01:21

with the funnels that's because we want

00:01:23

to get the exhaust gas out of

00:01:25

the ship as quickly as possible or out

00:01:27

of the engine and then we've got a

00:01:29

propeller shaft

00:01:30

and the propeller shaft comes along here

00:01:34

and it connects to our propeller and i'm

00:01:37

going to start the engine

00:01:38

and our propeller begins to rotate

00:01:42

and that's how we push the ship through

00:01:45

the water we've actually got two of these engines

00:01:48

and i think now we can go and take a

00:01:50

look at this engine

00:01:51

in more detail

00:01:54

and here we are once again we've got our

00:01:57

six

00:01:58

cylinder inline diesel engine

00:02:02

this is a large two-stroke marine

00:02:05

diesel engine and you can see it's got

00:02:08

quite a unique

00:02:09

design there's some parts here that you

00:02:11

don't typically see

00:02:13

on a normal two-stroke engine

00:02:16

two-stroke engines are only ever used

00:02:18

really for

00:02:19

very small applications lawn mowers

00:02:23

leaf blowers motorcycles and things like

00:02:25

that

00:02:26

and very large applications like for

00:02:29

pushing 200 000 ton ships

00:02:31

through the water despite the name this

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type of engine

00:02:35

does not usually burn diesel

00:02:38

fuel oil or diesel what it actually

00:02:42

burns as fuel is heavy fuel oil

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and heavy fuel oil is quite nasty stuff

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it's quite

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sticky you heat it up in the tanks to

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about 40 50 degrees celsius prior to pumping

00:02:56

it to the engine

00:02:57

where it's again heated up to about 100

00:02:59

degrees celsius

00:03:01

and then it will be injected into

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the engine i can actually show you an

00:03:06

injector on the top here

00:03:08

this item here is a fuel injector and we

00:03:12

use that fuel injector

00:03:14

and one on the opposite side usually

00:03:16

there's actually three

00:03:17

we've got two here and we'll pass the

00:03:19

fuel down this pipe

00:03:20

into the injector and we inject the fuel

00:03:23

into

00:03:24

the combustion space how much fuel are

00:03:27

we burning

00:03:28

well it depends upon how fast

00:03:31

you want the ship to go i looked up some

00:03:34

of the facts and figures

00:03:35

associated with the engines of the

00:03:37

container ship that we were looking at a

00:03:39

moment ago

00:03:40

and to give you a rough idea of how much

00:03:43

fuel these engines might be burning you're

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looking at between

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150 to 250 tons of fuel

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a day although this type of engine is a

00:03:52

six cylinder engine

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the largest engine in the world which is

00:03:56

also used for a

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single screw or single propeller e-class

00:04:01

container ship

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has 14 cylinders the engine itself

00:04:06

weighs over 2 300

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tons so you can start to see now why we

00:04:12

might consume

00:04:13

250 tons of fuel a day the crankshaft

00:04:16

alone

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weighs 300 tons that's 660 thousand

00:04:21

pounds

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a single piston weighs five and a half

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tons that's twelve

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thousand pounds here's an image of me

00:04:28

you get an idea of the scale of just how

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big

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this engine is a lot of people like to

00:04:34

talk about brake horsepower when they're

00:04:36

talking about engines

00:04:37

personally i like to use kilowatts but

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either way

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this 14-cylinder engine produces 84 000

00:04:44

kilowatts of power

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that's 84 megawatts in terms of brake

00:04:49

horsepower

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that's about 115 000

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brake horsepower to put that in

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perspective if you're looking at a

00:04:56

standard bus

00:04:57

or a coach that carries about 50 people

00:04:59

the engine in that coach

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will only have about 450 brake

00:05:04

horsepower

00:05:05

the engine itself is only ever going to

00:05:07

operate at speeds

00:05:08

up to about 100 rpm which sounds quite

00:05:12

slow but if you consider that the stroke of

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the engine

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that is the distance from top dead

00:05:17

center to bottom dead center

00:05:19

that each piston has to travel is 2.5

00:05:23

meters as 8.2 feet then 100 rpm

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is quite a lot in terms of speed you

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might reach speeds of up to

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about 23 knots a knot is a nautical mile

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if you want to figure out what a knot is

00:05:37

in miles you times it by about 1.15

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so if we are traveling 23 knots then we

00:05:43

would reach a speed

00:05:44

of about 26 miles per hour that's about

00:05:47

43 kilometers an hour

00:05:49

if you like to work in metric units i

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appreciate that sounds pretty slow

00:05:53

26 miles per hour but it's still over

00:05:56

600 miles

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per day or about a thousand kilometers a

00:06:00

day

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because ships travel day and night and

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if you leave a port

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like san francisco and you want to go to

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japan

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there's not many reasons to stop off or

00:06:10

slow down

00:06:11

on your way there so let's now take a

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look at our

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large two-stroke marine diesel engine

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we'll start off by looking at some of

00:06:20

the outside parts we've got an exhaust

00:06:23

gas manifold

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that's this silver item the exhaust

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gases pass

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out of the top of the cylinder actually

00:06:31

come

00:06:32

up through this channel and then into

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this

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hole the exhaust gases will go

00:06:39

through the hole and then into the

00:06:41

manifold

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exhaust gases are fed to a turbocharger

00:06:47

because this is a turbocharged engine

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turbocharging the engine increases

00:06:53

efficiency

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because when the engine is running it

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tends to run

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constantly for potentially a long period

00:07:00

of time if we take our example of traveling from

00:07:03

san francisco to japan

00:07:05

then we may be at sea for 10 to 14 days

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it really depends upon the speed that

00:07:10

you're traveling at if we pass the

00:07:12

exhaust gases

00:07:13

to the turbocharger though down through

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here

00:07:17

we can compress the incoming air

00:07:20

air actually gets sucked in through

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these filters here in the turbocharger

00:07:25

and then we pass that compressed air

00:07:28

into

00:07:29

a cooler this would be our air cooler

00:07:33

and then the air cooler discharges the

00:07:35

air into

00:07:37

our air manifold what we call our charge

00:07:40

air manifold that would be this space inside

00:07:43

here how much air do we need

00:07:45

a lot not just depending upon how fast

00:07:48

the engine is going but generally

00:07:50

just quite a lot i used to have to walk

00:07:52

around the engine room and i'd walk

00:07:53

around measuring the pressure

00:07:55

differential

00:07:56

across the filters here that are on the

00:07:58

turbocharger

00:07:59

and normally there's not so much space

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to walk

00:08:02

past the turbocharger here because there

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might be a railing or something that

00:08:06

makes you walk quite close to the

00:08:08

turbocharger filter

00:08:10

what actually happens is you walk past

00:08:12

and as you walk past you get sucked onto

00:08:14

the side of this filter and if you wanted to you

00:08:17

could give it a little hug almost

00:08:18

and you'd really feel it trying to suck

00:08:20

you into the engine when you walk past

00:08:22

with a clipboard

00:08:23

it tries to suck the paper off the

00:08:24

clipboard i used to actually have quite

00:08:26

a cool trick that i used to do

00:08:28

when i did my engine rounds or the

00:08:30

rounds as they're called

00:08:31

i used to take the piece of paper i was

00:08:33

working with and then i just stick it

00:08:35

onto the filter

00:08:36

while i went round the other side of the

00:08:38

turbocharger to check the differential

00:08:40

pressure across the turbocharger filter and you

00:08:43

could just go back over here

00:08:44

and pick up the paper off the side of

00:08:46

the filter which had remained stuck

00:08:48

because of all the air being drawn into

00:08:49

the engine the reason you measure the

00:08:51

differential across the filter

00:08:53

is because at some point the filter gets

00:08:54

dirty and you need to change the filter

00:08:57

as the filter gets dirty over time you

00:08:59

end up with a larger differential

00:09:01

pressure across the filter

00:09:02

that is to say a larger differential

00:09:04

pressure measured on the outside of the

00:09:05

filter compared to the inside

00:09:07

and that's what tells you when it's time

00:09:09

to change the filter

00:09:11

the filter itself is just filtered cloth

00:09:13

and usually you can just wrap it around

00:09:15

the turbocharger air inlet

00:09:18

let's keep going though because we're

00:09:19

getting a bit sidetracked by details

00:09:21

here we pass air down to our air cooler

00:09:24

and then we need to cool the air we're

00:09:27

going to use water

00:09:28

to cool the air or cooling water and the

00:09:31

reason we cool the air is because we

00:09:33

want the air density to increase we don't want to

00:09:37

cool the air too much because then we

00:09:38

get

00:09:39

drops of moisture in the air so

00:09:41

typically we'll cool it down to about 40

00:09:43

degrees celsius

00:09:44

and not much further in terms of

00:09:46

pressure we may have about 1.5 bar which

00:09:50

is about 20 psi

00:09:52

once we've compressed the air to

00:09:54

increase the identity

00:09:55

and cooled it again to increase the air

00:09:57

density then this oxygen

00:09:59

rich air is fed into the charge air

00:10:02

manifold

00:10:03

we call it charged air because it's

00:10:05

passed through the turbo

00:10:06

charge er and this charge air will then

00:10:09

be fed

00:10:10

into our combustion space

00:10:13

or our combustion cylinder so it will

00:10:15

come from this direction here

00:10:17

and it will actually travel up and

00:10:19

straight in

00:10:21

to the combustion space so we're inside

00:10:23

the combustion space

00:10:25

or the cylinder and we've got this long

00:10:28

piece of cylindrical steel

00:10:31

which is inside our combustion space as

00:10:33

well that is a

00:10:34

piston rod below the piston rod

00:10:38

we have a connecting rod

00:10:41

this differs from most combustion

00:10:44

engines especially small and medium

00:10:45

sized engines

00:10:46

because they don't actually have a

00:10:48

piston rod and a connecting rod

00:10:50

they have a connecting rod another name

00:10:53

for a connecting rod is a con rod

00:10:55

in between the piston rod and the

00:10:57

connecting rod

00:10:58

is a cross head that's this sweet

00:11:01

wrapper shaped item here

00:11:03

come across here we can see the guides

00:11:06

the guides fit into these items on the

00:11:09

side of the engine

00:11:11

you can see the right angle where they

00:11:13

slide along the guides

00:11:15

and that's to hold the cross head in

00:11:17

position and keep it moving

00:11:19

along a linear path due to the size of

00:11:22

the engine

00:11:23

and the relatively small bore the bore

00:11:26

of the piston the bore is just the

00:11:28

diameter of the piston

00:11:30

but due to the small bore and very

00:11:33

long stroke length of the engine

00:11:37

we need to have this cross head

00:11:40

if we didn't have the cross head the

00:11:42

very large

00:11:43

pressure that builds up when we get our

00:11:46

combustion

00:11:47

let me just move this piston out of the

00:11:48

way when we get our combustion in the

00:11:50

space here

00:11:51

there's a huge amount of pressure and

00:11:53

that's going to force the piston

00:11:55

downwards

00:11:56

we want the piston acting in a linear

00:11:58

direction

00:12:00

that's why this piston rod is installed

00:12:02

within the engine

00:12:03

in a straight line it's parallel

00:12:06

with the cylinder in smaller engines

00:12:09

this isn't the case

00:12:10

but with larger engines we have to do

00:12:12

this because the bore is so small

00:12:14

compared to the stroke length

00:12:16

and because we don't want these loads

00:12:17

being applied onto the crankshaft

00:12:20

at an angle you can see that occurring

00:12:22

here with the conrod

00:12:24

but the comrod is much shorter now

00:12:26

because it connects only to

00:12:28

the cross head if we didn't have this

00:12:30

arrangement then what we'd end up with

00:12:31

is a very

00:12:32

long connecting rod that would have to

00:12:35

stretch from the top of the piston so say the

00:12:38

piston head here

00:12:40

all the way down to where it connects

00:12:43

with the crankshaft so this place here that's

00:12:47

quite a large distance maybe about four meters i would

00:12:51

say and that's simply too long so the piston

00:12:54

rod connects to the cross head and the

00:12:55

connecting rod connects to

00:12:57

the cross head as well the connecting

00:12:59

rod then

00:13:00

connects to the crankshaft and the

00:13:02

crankshaft will connect

00:13:04

to our propeller shaft after that the

00:13:07

propeller shaft connects to the

00:13:08

propeller

00:13:09

but only after it's been passed through

00:13:11

several bearings

00:13:13

and what they call a stern tube seal the

00:13:15

stern tube seal

00:13:16

is what stops water entering the vessel

00:13:20

through the space between the propeller

00:13:22

shaft and the ship's hull

00:13:25

you can see we've got little ladders

00:13:27

here

00:13:28

these are the rungs of a ladder and

00:13:30

here's another one

00:13:31

these get very slippery you can climb

00:13:34

into the crank case and use these rungs

00:13:38

to have a look around inside the crank

00:13:41

case

00:13:42

what's actually going to happen is you

00:13:43

enter through the crankcase doors

00:13:46

i'm just going to go through this one

00:13:48

here

00:13:49

and then you can climb around and

00:13:51

inspect the area

00:13:53

maybe you've got a disconnect let's just

00:13:55

imagine for a moment we've got to

00:13:56

disconnect the piston rod

00:13:58

from the cross head so we need to get

00:14:00

into this space here

00:14:02

and then you all stand around hook up

00:14:04

some hydraulic

00:14:06

bolt tensioners and then you have to try

00:14:08

and undo

00:14:09

the nuts using this hydraulic equipment

00:14:12

and then you can separate

00:14:13

the piston rod from the crosshead notice

00:14:17

on the other side

00:14:18

if you go over here this item is not a

00:14:22

crankcase

00:14:23

door let's just go out of the engine

00:14:26

we can do a little spin so what is it

00:14:30

if it's not a crankcase door why do we

00:14:33

even have it

00:14:34

you can see there's quite a few of them

00:14:36

well the reason we have them

00:14:37

is because they're what are called crank

00:14:39

case explosion doors

00:14:42

i know doesn't sound very good does it

00:14:44

another name for them

00:14:45

which sounds slightly less terrifying is

00:14:48

crank case pressure relief

00:14:50

valves prvs for sure why do we have them

00:14:54

well inside this engine there's going to

00:14:57

be

00:14:58

lubrication oil a lot of it tons of it

00:15:02

usually sitting at the bottom of the

00:15:03

engine here but also covering

00:15:06

all of the internal surfaces of the

00:15:09

engine

00:15:10

especially within the crank case if this

00:15:13

oil gets heated up

00:15:14

maybe there's a hot spot between the

00:15:16

bearings let's just say for a moment

00:15:19

where our conrod connects to the

00:15:22

crankshaft

00:15:23

there'll be a bearing that we can't see

00:15:25

about here

00:15:26

and here and if this bearing gets hot it

00:15:29

heats up the lubrication oil

00:15:31

and you end up with lubrication oil

00:15:35

vapor this vapor then begins

00:15:38

to accumulate let's just imagine in the

00:15:41

top corner of the crankcase here and

00:15:43

this cloud of oil vapor

00:15:45

will get bigger and bigger and

00:15:47

eventually might actually reach

00:15:49

back onto the hot spot that originally

00:15:52

created it

00:15:53

if this happens we might end up with

00:15:55

combustion

00:15:57

if that happens we might end up with an

00:15:59

explosion

00:16:00

and if that happens then all of these

00:16:03

valves on the side of the engine here

00:16:05

are designed to pop open and relieve the

00:16:08

pressure

00:16:09

in a safer way as possible the

00:16:11

alternative

00:16:12

to relieving the pressure in this manner

00:16:15

is that the doors

00:16:16

get blown off the engine and the crank

00:16:19

case maybe explodes

00:16:21

the other disadvantage when this occurs

00:16:23

and it used to happen in the past

00:16:25

before they started using these pressure

00:16:26

relief valves or pressure relief doors

00:16:29

is that after the initial explosion air

00:16:32

is then free to enter into the crank

00:16:35

case and you end up

00:16:36

with another explosion and it's bigger

00:16:39

than the first

00:16:40

this scenario has killed engineers in

00:16:43

the past

00:16:44

which is obviously not good because the

00:16:46

last thing you want to happen

00:16:47

when you're walking around in the engine

00:16:49

room maybe you're doing your rounds at

00:16:51

four o'clock in the morning is to walk

00:16:52

past here and then have the engine

00:16:54

explode

00:16:55

so to try and stop this occurring you'll

00:16:57

constantly sample

00:16:59

the air within the crank case and if the

00:17:03

oil vapor level becomes too high if

00:17:05

there's a bit too much

00:17:06

oil in the air or suspended in the air

00:17:09

then you'll get an alarm and you can

00:17:11

slow the engine down or even shut the

00:17:13

engine down

00:17:14

if for any reason that doesn't occur and

00:17:16

you do have an explosion

00:17:17

at least you have these pressure relief

00:17:20

valves or these pressure relief devices

00:17:23

on the side of the engine

00:17:24

and they can relieve some of the

00:17:26

pressure in a safe manner

00:17:28

when you go into the crank case it's

00:17:30

actually quite funny because you put on

00:17:32

these white paper suits

00:17:34

and that stops you carrying any dirt and

00:17:36

grit etc into the engine

00:17:39

and then you go inside and the first

00:17:40

time i went inside

00:17:42

nobody bothered to tell me that

00:17:43

everything's covered in lubrication oil

00:17:45

and just how slippy it is

00:17:47

so you reach in to the crank case

00:17:50

let's just say we're going in here you

00:17:53

grab hold of the ladder there

00:17:55

you put your foot on the ladder wrong

00:17:57

that's a bit further down

00:17:59

and then you put your weight on your

00:18:00

foot and then your foot slips and you

00:18:02

end up just hanging on for dear life

00:18:04

with your one hand

00:18:05

on the wrong of the ladder up here it's

00:18:07

incredibly slippy

00:18:09

inside because everything is coated in

00:18:12

very slippy

00:18:13

lubrication oil despite this it's always

00:18:16

good to go inside the engine

00:18:17

it's always quite a unique opportunity

00:18:20

because how often do you ever get

00:18:22

the chance to walk around inside an

00:18:24

engine

00:18:26

so we've talked about some of the main

00:18:27

parts maybe we should have a look at

00:18:29

what happens when we start the engine we don't start

00:18:32

the engine with the starter motor or

00:18:34

anything like that

00:18:35

you can turn the engine over very slowly

00:18:37

using what's called a turning gear

00:18:39

and it will move a lot slower than this

00:18:42

typically it's going to take over a

00:18:43

minute

00:18:44

for the engine to do one complete

00:18:46

rotation using the turning gear

00:18:48

but you can see now that the engine

00:18:51

is running if you want to increase the

00:18:54

speed a little bit

00:18:55

maybe we can add some more fuel

00:19:01

and then we can pause the engine again i

00:19:04

mentioned that we can use a turning gear

00:19:06

to turn the engine very slowly the

00:19:08

reason we do this is because

00:19:10

when we start the engine we use

00:19:13

compressed air

00:19:14

we're going to feed compressed air into

00:19:17

the combustion space in order to drive

00:19:20

the piston

00:19:21

downwards towards the crankshaft

00:19:24

so let's imagine for a moment we feed

00:19:26

compressed air into the engine

00:19:28

the piston is pushed down

00:19:32

and we need to give the piston momentum

00:19:35

all of the pistons

00:19:36

in order that they can draw air in

00:19:39

and then race back up

00:19:44

and that's what gives us our initial

00:19:46

compression

00:19:47

ignition cycle once we have injected

00:19:51

fuel into the combustion space the

00:19:54

engine then no longer requires

00:19:55

compressed air

00:19:56

it can keep going using the momentum

00:19:59

that it gets as we inject fuel and get

00:20:02

combustion

00:20:03

but in order to get that initial

00:20:05

momentum

00:20:06

in order to get the compression and the

00:20:09

high temperature and pressure rise that

00:20:10

we need in order to get combustion

00:20:12

we use compressed air it's called a

00:20:15

compressed air

00:20:16

starting circuit or start air

00:20:19

so what's happening when the engine is

00:20:21

running

00:20:22

the piston moves down to bottom dead

00:20:24

center the piston rod

00:20:26

is sliding through this item here this

00:20:28

is called a stuffing box

00:20:30

and it's what we use to separate the

00:20:32

crank case

00:20:33

from the area above it which contains

00:20:36

the cylinder

00:20:37

and the air inlet ports etc the piston

00:20:40

head has piston rings sees black items here

00:20:44

and they seal the space between the

00:20:47

piston head

00:20:48

and the cylinder so air is passing into

00:20:51

the cylinder through these ports

00:20:53

the piston then begins to travel up from

00:20:55

bottom dead center

00:20:57

up towards top dead center and as it

00:21:00

does so

00:21:01

the pressure and temperature is

00:21:02

increasing we get enough

00:21:04

of a temperature increase in order to

00:21:07

ignite fuel that is fed into the cylinder

00:21:11

through the injectors here is one of our

00:21:14

injectors

00:21:15

they'll normally be two or three

00:21:17

typically three

00:21:18

the piston gets to the top of the

00:21:20

cylinder

00:21:22

we get our controlled explosion and then

00:21:25

the piston begins to move

00:21:27

back down again and as it does so

00:21:30

it's going to push the cross head down

00:21:32

along its guiding rails

00:21:35

and then the cross head connects to the

00:21:37

crankshaft via the conrod

00:21:39

and the process repeats

00:21:42

what's interesting here is that we've

00:21:44

got the air coming in at the bottom

00:21:47

of the cylinder and we've got the

00:21:50

exhaust gas passing out of the top of the

00:21:52

cylinder

00:21:53

in what they call a uniflow arrangement

00:21:57

there are three main scavenging modes

00:21:59

that you're likely to encounter

00:22:01

scavenging is the process of taking

00:22:04

fresh air into a cylinder

00:22:06

and removing exhaust gases from a

00:22:08

cylinder

00:22:09

that's called scavenging and the exhaust

00:22:11

gases

00:22:12

that are produced after combustion have

00:22:15

to pass

00:22:16

by this exhaust gas valve

00:22:19

so zoom out the exhaust gas valve is now

00:22:22

open it's open because we're letting air

00:22:25

in

00:22:26

to the cylinder and we're going to flush

00:22:28

out the exhaust gases

00:22:30

remember the air is coming in at

00:22:31

pressure and that pressure difference is

00:22:34

what's going to allow the air to come in

00:22:36

and push all of the exhaust gases out to

00:22:38

flush them out of the cylinder

00:22:40

they'll pass by the exhaust gas valve

00:22:43

and then

00:22:44

once the air inlet ports are covered up

00:22:46

again

00:22:48

which is going to happen in a moment

00:22:53

the exhaust gas valve will close because

00:22:55

we want to compress

00:22:57

all of that air in order to get the

00:22:59

temperature rise we need for combustion

00:23:02

diesel engines are compression ignition

00:23:05

engines there's no spark plug here

00:23:07

it's not a spark ignition engine so the

00:23:09

exhaust gas valve it should already be

00:23:11

seated if i'm being honest but it's a

00:23:12

little bit late there

00:23:14

now it's seated the piston is going to

00:23:17

move back up we compress all the air

00:23:21

we get combustion and then we get our

00:23:23

controlled explosion the power stroke

00:23:25

starts and the piston moves back down

00:23:27

again

00:23:28

and then when we uncover the air inlet

00:23:30

ports

00:23:31

the exhaust gas valve opens let's back

00:23:34

that up again so we can see that

00:23:37

so here we are there you go as the area

00:23:41

ports are uncovered the air inlet ports

00:23:43

exhaust gas valve is open and we flush

00:23:45

out the exhaust

00:23:47

gases from the cylinder what's also

00:23:49

interesting about this

00:23:51

uniflow scavenging arrangement is what

00:23:53

happens to the exhaust gas

00:23:54

valve when it opens keep your eye on

00:23:58

this part of the exhaust gas valve where

00:24:00

my mouse is now

00:24:06

source gas valve opens

00:24:10

and rotates now

00:24:13

why would we rotate the exhaust gas

00:24:15

valve

00:24:16

the reason that the exhaust gas valve

00:24:18

rotates is because we want

00:24:20

even wear on the exhaust gas valve

00:24:24

and on the seating area where the

00:24:25

exhaust gas valve

00:24:27

seats in order to get even where we

00:24:30

put these vanes onto the valve spindle

00:24:34

or the valve stem and as the exhaust

00:24:37

gases pass

00:24:38

up and out of the cylinder they're going

00:24:41

to pass over these veins

00:24:43

and those veins cause the exhaust gas

00:24:45

valve

00:24:47

to rotate

00:24:54

just like that and then the exhaust

00:24:56

gases pass out and they go to our turbo

00:24:58

charger again

00:24:59

specifically our turbocharger turbine

00:25:03

this particular exhaust gas valve is

00:25:05

operated

00:25:06

by a hydraulic system we can feed

00:25:09

hydraulic oil into the space at the top

00:25:12

here

00:25:13

to push the exhaust gas valve down we

00:25:15

can feed

00:25:16

hydraulic oil into lower space here

00:25:19

to push the valve back onto its seat

00:25:22

again

00:25:23

so hydraulic oil on the top causes the

00:25:25

valve to open

00:25:26

hydraulic oil on the bottom causes the

00:25:28

valve to re-seat

00:25:30

and close and if we press play we should

00:25:33

be able to see this

00:25:34

circular disc that separates the top

00:25:38

and the bottom hydraulical chambers

00:25:42

move up and down

00:25:48

hydraulic oil is fed to the top of our

00:25:50

exhaust gas valve

00:25:51

via this pipe here and also the one

00:25:54

a little bit lower down fuel is fed to

00:25:58

our fuel injectors

00:26:00

via this pipe here in fact if we go in

00:26:03

the middle we can actually see

00:26:04

an injector on the right and an ejector

00:26:06

on the left

00:26:08

that's high pressure fuel that's being

00:26:10

fed into the combustion space

00:26:11

and there'll be a fuel pump usually

00:26:13

located somewhere around here

00:26:15

or perhaps a bit higher up and that's

00:26:17

what feeds the fuel to the fuel lines

00:26:19

and then the fuel injectors it depends

00:26:22

upon the engine design though

00:26:23

because more modern engines use common

00:26:26

rail fuel injection systems we can talk about

00:26:29

those maybe in a different video

00:26:31

i think that pretty much sums up our

00:26:33

short introduction

00:26:34

to this large marine two-stroke diesel

00:26:38

engine i hope you enjoyed the video if

00:26:40

you did

00:26:41

then please do like or share this video

00:26:43

on social media

00:26:44

if you want to access any of the 3d

00:26:46

models shown in this video

00:26:48

then just head over to savory.com and if

00:26:50

you want to learn even more about

00:26:52

engineering then check out savari.com

00:26:54

because we've got

00:26:55

over 25 hours of video tutorials

00:26:58

just like this one our courses cover

00:27:01

everything

00:27:02

from pumps to diesel engines to valves

00:27:05

to transformers and many other topics if

00:27:08

you like the video please leave a

00:27:09

comment in the comments area

00:27:10

i really do appreciate it it's pretty

00:27:12

much what gives me the energy

00:27:14

and motivation to make more and more of

00:27:15

these videos and i hope to see you on

00:27:17

another video soon

00:27:19

thank you very much for your time

Description:

Want to continue learning about engineering with videos like this one? Then visit: https://courses.savree.com/ Want to teach/instruct with the 3D models shown in this video? Then visit: https://savree.com/enen ****************************************************************** Learn about large two stroke marine diesel engines! These types of engine power some of the world’s largest ships. This 3D animation video gives you a unique look at just how these huge machines work. Ideal for anyone interested in marine engineering! Like this video? Then check out our other videos! 🚢 Marine Diesel Two Stroke Engine - How it Works! - https://www.youtube.com/watch?v=IM8rxp8qB8k 🚢 Ship Parts and Terminology Explained! - https://www.youtube.com/watch?v=Xm-F2rPU_NU ⚙️How Deaerators Work! - https://www.youtube.com/watch?v=M_jOsTWVIH8 ⚙️How Shell and Tube Heat Exchangers Work! - https://www.youtube.com/watch?v=OyQ3SaU4KKU ⚙️How Power Grids Work! - https://www.youtube.com/watch?v=fUWRyhsutL8 ⚙️How Watertube Boilers Work! - https://www.youtube.com/watch?v=fUWRyhsutL8 ⚙️How Dams Work (Hydro Dams)! - https://www.youtube.com/watch?v=ztM6tL6LtFs 💡Control Valve Types (Gate Valve, Globe Valve etc.)! - https://www.youtube.com/watch?v=OyQ3SaU4KKU 💡Transformer Parts and Functions! - https://www.youtube.com/watch?v=3osmO4FQ2Yg 💡Plate Heat Exchangers Explained! - https://www.youtube.com/watch?v=7TTF4aU3Pcs 📚Want to learn more about engineering? Then join saVRee to access over 45 hours of engineering video courses! New courses every month! https://courses.savree.com/ Hope to see you on a course soon! 👋 🏫Want to use the 3D model in this video to present, instruct, or teach? Simply join saVRee! We have over 400 engineering models that will make your life a lot easier! https://savree.com/ 📱Check out our socials! https://linktr.ee/savree 📖You can learn more about engineering in our technical encyclopedia: https://savree.com/en/encyclopedia ▶️ Introduction This video explains how large marine two stroke diesel engines work. We look at all of the main parts associated with the engine, how it works, and some of its typical characteristics e.g. fuel consumption, number of cylinders, weight of engine, weight of piston, rpm etc. Enjoy!

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