The time-between-overhaul (TBO) of low speed marine diesel engines is largely determined by the piston running behaviour and its effect on the wear of piston rings and cylinder liners. Addressing this, Sulzer introduced a package of design measures in 1999, which are now standard on all new RTA engines and retrofittable to existing engines.
The
TriboPack technology enables the TBO of cylinder components, including piston
ring renewal, to be extended to at least three years and also allows a further
reduction in the cylinder lubricating oil feed rate.
The
design measures are:
—Multi-level
cylinder lubrication.
—
Fully and deep-honed cylinder liner with sufficient hard phase.
—Careful
turning of the liner running surface and deep honing of the liner over the fulllength
of the running surface.
—
Mid-stroke liner insulation and, where necessary, insulating tubes in the
cooling bores in the upper part of the liner.
—Pre-profiled
piston rings in all piston grooves.
—Chromium-ceramic
coating on the top piston ring.
— RC
(Running-in Coating) piston rings in all lower piston grooves.
—
Anti-polishing ring at the top of the cylinder liner.
—
Increased thickness of chromium layer in the piston ring grooves.
A key
element of TriboPack is the cylinder liner which is manufactured in cast iron, needs a controlled hard-phase content and the best grain structure in the
running surface for both good strength and running behaviour. Careful machining
followed by full deep honing to remove all damaged hard phase from the liner
surface reportedly delivers an ideal running surface for the piston rings,
together with an optimum surface microstructure. Deep honing of the full liner
running surface is a prerequisite for maximizing the benefits of TriboPack,
says Wärtsilä: its experience has shown that plateau honing of a wave-cut liner
is not adequate because, once the plateau is worn down, the rings run on liner
metal whose hard phase structure was damaged during machining. This damaged
hard phase must be removed by deep honing. Pistons have four rings, all of the
same thickness. The chrome-ceramic top ring, proven in Wärtsilä four-stroke
engine practice, has a cast iron base material. The running face is profiled
and coated with a layer of chromium as a matrix into which a ceramic material
is trapped. High operational safety and low liner and ring wear have been
demonstrated, with a much better resistance to scuffing than any other ring
material, Wärtsilä asserts. Good performance is conditional, however, on using
the chrome-ceramic rings in conjunction with a deep-honed liner. The other
piston rings have a running-in and anti-scuffing coating which fosters a safe
and swift running-in of the engine when the liners are deep honed. The
anti-polishing ring (APR) prevents the build-up of deposits on the top land of the piston which can damage the
lube oil film on the liner and cause bore polishing. Deposit build-up can be
heavy in some engines, especially those running on very low sulphur content
fuel oil (less than one per cent sulphur) combined with an excessive cylinder
lube oil feed rate. If such deposits are allowed to accumulate, they inevitably
touch the liner running surface over a large part of the piston stroke. The
lube oil film can then be wiped off, allowing metalto-metal contact between the
piston rings and liner; in the worst case there can be scuffing. Applied as
standard for some years on Wärtsilä four-stroke engines, the thin alloy steel
APR is located in a recess at the top of the liner and has an internal diameter
less than the cylinder bore to reduce the clearance to the piston top land. It
does not need to be specifically fixed, as the thermal expansion of the hot
ring keeps it tightly in place. The steel material was selected to ensure and
maintain a high safety margin against thermal yielding. Excessive deposits are
scraped off the piston top land at every stroke while they are still soft, thus
preventing hard contact between the deposit and the liner wall surface. The oil
film on the liner wall remains undisturbed and can fulfil its function. The APR
also stops the upward transportation of new lube oil by the layer of deposits
to the top of the liner where it is burned instead of being used for
lubrication. The ring is thus effective in allowing the lube oil feed rate to
be kept down to recommended values. Load-dependent cylinder lubrication is
provided by Sulzer’s multilevel accumulator system, the lubricating pumps
driven by frequencycontrolled electric motors. On the cylinder liner, oil
distributors bring oil to the different oil accumulators. For ease of access,
the quills are positioned in dry spaces instead of in way of cooling water
spaces. It is also important that the liner wall temperature is adapted to keep
the liner surface above the dew point temperature over the whole of the piston
stroke to avoid cold corrosion and maintain good piston-running conditions. The
upper part of the liner is bore cooled with cooling water passing through
tangential drillings in the liner collar. The mid-stroke region of the liner is
cooled by a water jacket, and only the lower part is uncooled. There is often a
tendency for liner temperatures to be too low, thus leading to corrosive wear
from the sulphuric acid formed during combustion. Wärtsilä applies two
insulating techniques to secure better temperature distributions. For some
years, PTFE insulating tubes have been fitted in the cooling bores of the
liner. As part of TriboPack, the liner is now also insulated in the mid-stroke
region by a Teflon band on the water side. The insulating tubes are adapted
according to the engine rating to ensure that the temperature of the liner running
surface is kept above the dew point temperature of water over the full length
of the stroke and over a wide load range. Mid-stroke insulation and, where
necessary, insulating tubes are therefore used to optimize liner temperatures
over the piston stroke. An insulation bandage in the form of Teflon bands with
an outer stainless steel shell is arranged around the outside of the liner to
raise liner wall temperatures in the mid-stroke region. Mid-stroke insulation
is known to be particularly useful for sustained engine operation at low power
outputs, while the TriboPack gives an additional safety margin in abnormal
operating conditions (for example, against excessive carbon deposits built up
on the piston crown). While trying to avoid corrosive wear by optimizing liner
wall temperatures, it is necessary to keep as much water as possible out of the
cylinders. Highly efficient vane-type water separators fitted after the
scavenge air cooler and effective water drain arrangements are thus vital for
good piston running behaviour. Load-dependent cylinder lubrication is provided
by the Sulzer multi-level accumulator system, which ensures the timely quantity
of lube oil for good piston running. The lube oil feed rate is controlled according
to the engine load and can also be adjusted according to the engine condition.
Piston rod glands
Time-between-overhauls
of crosshead engines are partly defined by the piston rod glands, in the sense
that their removal for exchange of elements is often connected to a withdrawal
of the piston and piston rod assembly. The gland elements and piston rods
therefore need to have a long life expectation (TBO of three years or more). At
the same time, they have to assure sealing of the crankcase from the piston underside,
limit contamination of crankcase system oil by combustion residues, and keep
the oil consumption at a reasonable level for maintaining oil quality. Recent
improvements have introduced additional gas-tight top scraper rings, stronger
springs for the other scraper rings, enlarged drain channels for the
scraped-off oil, and the exclusive application of bronze scraper rings on fully
hardened rods. The drain quantities from the neutral space were reduced by a
factor of three. Additionally, the scraped-off oil is reusable without any
treatment and therefore can be directly fed back internally in the gland box to
the crankcase. System oil consumption figures were significantly reduced. The
design of the gland box housing was modified, allowing it to be dismantled
either upwards during piston overhaul or
downwards without pulling the piston. Complete retrofit packages available for
all RTA engines in service comprise the newly-designed upper scraper, new
middle sealing and new lower scraper groups, and some modifications on the
gland box housing. The upper scraper group consists of a two-piece housing with
newly-designed oil scraper rings made of bronze, newly-designed gas-tight
sealing rings and modified tension springs. The oil scraper rings consist of four
segments conforming better to the piston rod. Two new seal rings in three parts
and adapted tension springs were introduced for the middle seal group. For the
lower scraper group, all rings are of bronze, since Teflon has an inferior
performance when there is an increased amount of hard particles in the oil
residues coming from the piston underside. Here, the new scraper rings comprise
three slotted segments for adaptability to the piston rod; they are provided
with grooves at the top to promote draining of the scraped oil. The actual
surface condition and shape of the piston rod is of paramount importance,
Wärtsilä advises. Ideally, the new glands should be used with hardened piston
rods. Existing rods can be retained, however, providing their surface condition
and geometry are acceptable, before introducing any new stuffing box elements.
If the rod is worn down, roughened or otherwise surface damaged it can be
ground to standard diameters of 2 mm or 4 mm undersize and then surface
hardened.
Exhaust
valve behaviour
The exhaust valve is subjected to hot gases and the
temperature resistance of its seat and body is therefore crucial. Nimonic
valves combined with proper seat cooling have yielded excellent service
behaviour and long life times. When the RTA96C engine was introduced, and its
shallow combustion space created difficult conditions for combustion chamber
components, some exhaust valves were additionally coated with Inconel alloy.
After limited running times, however, there was some cracking of the coating
originating from the centre hole, with loosened material, making removal by
grinding necessary. Noncoated valves, on the other hand, showed excellent
performance, remaining free of cracks after over 14 000 running hours, without
any loss of material. Today’s standard therefore is the non-coated valve. Piston
crowns Burning off of material on piston crowns is very dangerous as hole
formation leads to direct contact of the combustion flame with the piston
cooling oil system and dire consequences. The use of the combined shaker and
jet cooling system in RTA engines assures piston crown temperatures below 400
∞C and thus eliminates such burning.