Diesels type 6CHRN 36/45 ( trademark G70, G60, etc.). The cast iron foundation frame and crankcase (Fig. 124) are secured with anchor ties and bolts. The cylinder covers are secured with studs. The covers are equipped with inlet, outlet and start valves, an injector, and a safety and decompression valve.
The frame and connecting rod bearing shells are interchangeable and installed without scraping. Lubricant is supplied to the frame bearings from above. The thrust bearing is the bearing closest to the flywheel.
The working cylinder liners are cast iron. They have pockets in the upper part for the passage of valves, and in the lower part there are recesses for the passage of the connecting rod.
Crankshaft made of carbon steel. The cranks are located at an angle of 120° and ensure the firing order of the cylinders 1-5-3-6-2-4. Counterweights are installed on one of the cheeks of each crank to facilitate the operation of the frame bearings. The frame journals of the shaft have oblique drillings for supplying oil to the connecting rod journal of the crank to lubricate the connecting rod bearings and cool the pistons. The internal cavities of the neck are closed with plugs. Lubricant is supplied to the connecting rod through two holes in the crank journal. I-section connecting rods are made of carbon steel. A bronze bushing is pressed into the upper head.
The lower connecting rod bearings are secured with four bolts made of chromium-nickel steel. The original length of the bolts is stamped on the bolt head.
The piston is cast iron, the bottom is cooled with oil. Piston rings chrome plated, floating piston pin, its surface is cemented.
Reversal is carried out by axial movement camshaft. Knuckle washers are marked and have different internal (fitting) diameters, the value of which is stamped along with the name on the body of the washer. The largest bore diameters are in the middle of the camshaft. This makes it easier to assemble the cam washers with the camshaft. The valve drive washers have two working profiles (forward and reverse), smoothly connected to each other. Fuel cam washers are made with one profile. The camshaft drive is located on the flywheel side.
Individually designed spool-type fuel pumps with adjustable flow at the end of the discharge stroke. To turn off the fuel pumps, handles ending in an eccentric pin are provided. Reversible gear fuel pump.
Coarse fuel filter, mesh, double. The filter element is a curtain made of filter fabric, folded into an octagonal accordion. The filter is washed without stopping the engine and disassembling the filter itself by turning the switch tap. A slot filter is installed in the nozzle body. Nozzle closed type. Its atomizer is cooled by diesel fuel.
The engine is started compressed air, stored in cylinders under a pressure of 30 kgf/m2. The starting air distributor is flat, spool type.
The lubrication system is combined, with a dry sump. For oil purification, in addition to filters, a set of centrifuges is provided.
The cooling system is dual-circuit. The seawater circuit cools the air cooler and the water and oil coolers. The internal circuit cools the working liners, cylinder covers and turbocharger. The internal circuit water temperature is maintained by a thermostat. The seawater pump and the circulation pump of the internal circuit are centrifugal type, identical in design.
The internal cavity of the water refrigerator, unlike the oil refrigerator, is coated with tin to protect it from corrosion.
The gas turbocharger is installed in the bow of the diesel engine. Gases are supplied to the turbine through two heat-insulated pipes. Each of them combines the exhaust pipes of three successive cylinders. Gases from the crankcase are removed through an oil trap and supplied through a pipeline to the suction cavity of the turbocharger. All-mode speed controller, centrifugal, indirect action, with a hydraulic servomotor and isodromic feedback. Driven by the diesel camshaft. For an emergency stop of the engine, a safety regulator is provided, which is triggered by a sharp increase in rotation speed (over 400 rpm). To speed up the stopping of the diesel engine when reversing, the mechanical brake pads are pressed against the flywheel by the force of compressed air.
The engine is equipped with an alarm system that monitors the temperature of the cooling water at the engine outlet, the oil temperature at the engine outlet, the oil pressure in the system and the air pressure in the DAU cylinder.
No. 1Location of equipment in the engine room. Scheme of the engine room layout with the specifics of all equipment.
No. 2 List the main technical and economic indicators of main and auxiliary diesel engines. Types of fuels and oils used. Diesels of type 6CHRN 36/45 (G60, G70, G70-5) are designed to operate as main ship engines river and sea vessels with power transmission either directly to the propeller shaft or through a highly elastic tire coupling.
Diesels are produced in two models: right (factory brand G60, G70, G70-5) and left (factory brand G60l, G70l, G70l-5). Their design is identical, only the left model is a mirror image of the right model. Technical characteristics. 1. Factory brand (right model) G60; G70; G70-5. Factory brand (left model) G60l; G70l; G70l-5. 2. Diesel designation according to GOST 4393-74 6ChRN 36/45 3. Long-term rated power at G60; G70; piston at nominal speed, in m/sec 5.63 5.63 5.25 16. Direction of rotation. For right-hand rotation diesel engines, the crankshaft rotates clockwise in forward motion. For left-hand rotation diesel engines, the direction of rotation is opposite.
№17. Fuel: a) Main motor diesel fuel according to GOST 1667-68 with a sulfur content of no more than 1.5%, coking capacity of no more than 3%. b) Substitutes: - motor fuel grades 4 and 5 “light” according to specification ASTMD39667 (USA), – Shelley fuel 200. – motor fuel according to standard Din51603copm “L” (Germany).. The base frame and cylinder block are fastened with anchors and bolts. The cylinder liners are built into the block. The tops of the cylinders are covered with cylinder covers, which are secured to the diesel engine by means of studs screwed into the block.
Each cover is equipped with inlet, outlet and start valves, nozzles, and a safety and decompression valve.
The crankshaft rotates in seven bearings on the base frame. The frame bearing shells are filled with babbitt. The connecting rod bearing shells are made of bimetallic strip.
The connecting rods are connected to the pistons using floating pins. The pistons are cooled by oil.
The drive of the intake and exhaust valves, as well as the drive of the fuel pumps, is carried out from the camshaft, which in turn is driven from the crankshaft through a gear transmission.
On the side opposite to the distribution, the charge and exhaust manifolds are located and an air cooler and speed regulator are also installed.
The flywheel is attached to the crankshaft flange. To reduce reversing time, diesel engines can be equipped with a shoe brake acting on the flywheel rim. Foundation frame. Cylinder block.
The fuel washer is placed on its bushing with a small diametrical gap and engages with it using teeth. Constant forceful closure of the teeth of the sleeve and washer is ensured by nut 8. This device allows you to adjust the fuel supply advance angle.
To make it easier to fit the cam washers, the camshaft is made in steps with the mounting diameters increasing towards the middle and decreasing towards the ends of the shaft. The diameter of the mounting holes in the cam washers and in the fuel washer bushings changes accordingly. Knuckle washers are made of chromium steel, case-hardened and hardened. The valve drive washers have two working profiles (for forward and reverse). The profiles are connected by a smooth transition.
At the front end of the diesel engine, the camshaft has a special block (20) for connecting to the housing of the stoppers and the servomotor of the local control station on the diesel engine. During axial movement of the distribution rollers, the valve drive sliders move from one profile to another, sliding along the transition surface of the cam washers.
The camshaft is driven by the crankshaft gear. Gear 1 meshes with the intermediate large gear 5, the small intermediate gear 7 is attached to the latter using bolts 8 and nuts 9. The small intermediate gear meshes with the camshaft gear 10, rotating in bearings 12 and 13. The block of intermediate gears rotates on a pin, which one side is attached and pinned to the cylinder block, and the other end enters the hole of the traverse 6, installed and pinned on the foundation frame. The camshaft drive is located on the flywheel side and is covered with a casing. Distribution mechanism
№Intake and Filtered and heated to a temperature of 85+95, motor fuel enters the main line, and from there to high-pressure fuel pumps 2, which in turn supply it through injectors 3 to the engine cylinders. The fuel that has leaked between the plunger and the bushing of the high-pressure pumps flows into the drain tank 5. The injectors are cooled by diesel fuel, which is supplied to the common line by pump 1. From the common line, fuel is supplied through outlets to cool the injectors, after which it is sent to an external pipeline. Bypass valve 4 of booster pump 1 is used to bypass fuel from the discharge to the suction cavity in the event of clogging of the injector cooling pipeline. When the engine is running diesel fuel , the latter is on its way.
№ motor fuel 6 Diagram and description of the lubrication system.
The diesel lubrication system is combined, with a dry sump. All main components and assemblies are lubricated with oil supplied under pressure through a special pipeline. Several components located in the diesel crankcase are lubricated by oil sprayed by moving parts. A small number of lightly loaded parts are lubricated manually.
Diagram of external piping of the lubrication system.
№Diagram of internal pipelines of the lubrication system. 7 Diagram and description of the cooling system . The cooling system is dual-circuit. The internal circuit water cools the diesel engine, and the external circuit serves to cool the internal circuit water and oil. oil system bypasses the cooler. The cooled water is again sucked in by the circulation pump and supplied to the diesel engine. To compensate for expansion and water loss, the internal circuit of the cooling system must have an expansion tank 4. In the internal circuit, it is recommended to use soft fresh water with the addition of 1% chromium. The operation of the cooling system is controlled by instruments located on the 12 instrument panel. In addition, when the water leaving the diesel engine overheats, a light and sound alarm is triggered. The temperature relay sensor is installed on drain line 8. The temperature of the water leaving the cylinder covers is maintained within the average value.
№When installing on a diesel engine, in the cooling system of frames with mercury thermometers, fill the shanks of the frames with technical oil 1/2 of the volume of the shank. 8 Diagram and description of the compressed air system. The diesel engine is started using compressed air. The air is stored in starting cylinders 3, where it is pumped by a compressor through check valve 1. The air pressure in the cylinders is controlled by a pressure gauge 4. From the starting cylinders, air goes to the main starting valve 5 and to the air reducer 11 through a moisture separator 10. From the reducer 11, air with a pressure of 10 and is supplied to the power supply of the local control station and to the DAU cylinder 14, installed in the wheelhouse next to the remote control station 18. A blocking valve 36 is installed on the power line of the local control station, which prevents the diesel engine from starting after the limit switch is activated. On the air supply line to the distributor 9, a valve is installed to block the start of the mechanized turning device 8. Start accelerators 30 (not shown in the diagram) serve to reduce air consumption during start-up by directing the fuel pump racks to the starting fuel supply. 13 serving to lengthen the response time of the start accelerator. During startup, the DAU pneumatic system provides control air supply to the main starting valve when the steering wheel of the diesel control station or the remote control shaft is turned to the “start” or “run” position.
№ Through the open main starting valve 5, compressed air goes into the main line 37, from which it is supplied to the starting valves of 6 cylinders. The air distributor pneumatically controls the valves 6, opening them in the order of operation of the cylinders. As a result, air rushes into the diesel cylinders and spins the crankshaft, allowing the diesel engine to start. When supplied with a diesel engine with mechanical shoe brakes 28, air to the brakes is supplied from the speed relay 26 via line 57, unloading is carried out by valve 27. 9 Diagram and description of the starting and reversing device
No. 10 Control and regulation of ship engines. Kinematic diagram of the crankshaft speed controller. When controlling a diesel engine from a remote control station, the speed regulator operates as a full-mode speed controller, i.e., any diesel speed set in the operating range is supported by the regulator. When controlling a diesel engine from a local station, the speed controller acts as a limiting one; in this case, the diesel engine speed depends on the position of the steering wheel of the diesel control station, which, when controlled from a diesel station (the steering wheel is pushed in), is rigidly (one-sided) connected to the shut-off mechanism. The speed controller and steering wheel on a diesel engine are connected to the plungers of the fuel pumps by a shut-off mechanism.
The speed control system maintains a constant speed of rotation of the engine crankshaft in accordance with the task (the magnitude of the pneumatic signal or the handle on
front panel
regulator).
№The engine speed mode is adjusted depending on the task by reducing or increasing the fuel supply. This task is performed by a speed regulator connected to the plunger and fuel pump shut-off mechanism.
Speed controller fig
Depending on the task, the tightening of the all-mode regulator spring changes (using a hydraulic booster built into the regulator), and, consequently, the position of the fuel pump racks, and as the tightening of this spring increases, the fuel supply increases and vice versa.
Regulator drive
11. Diagram and description of ship pumps and ejectors, if any.
Ship pumps, according to the purpose of the systems they serve, are divided into general ship pumps (fire, ballast, drainage, sanitary, etc.) and pumps related to power plants (feed, fuel, oil, circulation, condenser, etc.)
According to the principle of operation, ship pumps can be: piston, in which suction and discharge are provided by a piston that performs a reciprocating movement;
Blade (centrifugal and propeller), providing suction and injection of liquid by rotating the impeller with blades; working fluid, steam or gas.
Based on the type of energy used, pumps are divided into manual, steam, electric, hydraulic and driven by internal combustion engines, turbines and steam engines.
Depending on the type of liquid being pumped, pumps can be water, oil, oil, fecal, etc.
Piston pumps have high suction capacity, the ability to regulate flow without changing pressure, simple design and relatively low requirements for cleanliness of processing and fit of parts.
Rotary vane and vortex pumps, inferior to piston ones in suction capacity and in some other qualities, have their own advantages in electric drive widely used on modern ships.
Screw pumps are most effective when pumping clean, viscous liquids.
Jet pumps, on the contrary, are very uneconomical, but are indispensable for some intermittent systems (drainage) and, due to their simplicity of design, are very convenient for pumping out contaminated liquids.
Other types of pumps are also used taking into account their certain advantages (gear pumps - as lubricants, rotary vane pumps - in blowing devices, etc.).
№12Marine auxiliary boilers (steam, hot water, heat recovery boilers). Boiler diagram.
An auxiliary boiler is a heat exchanger in which water is heated to a certain temperature or steam is produced.
The boiler installation ensures the conversion of fuel energy into thermal energy of water vapor. In this case, the processes of fuel combustion, heat transfer from combustion products to water and its vaporization occur. Such boilers are called steam. Motor ships are equipped and hot water boilers, satisfying the ship's needs for hot water.
The source of thermal energy in boilers, along with fuel (such boilers are called autonomous), can also be the exhaust gases of diesel engines. In the following case they are called recovery boilers.
The main characteristics of the units are rated capacity, rated power (heating capacity), operating steam pressure (water temperature) and heating surface area.
Waste heat boilers. With rational use of the heat from exhaust lawns, they can increase the efficiency of the power plant by 5-8%. Waste heat boilers in the SEU system also act as noise suppressors. The KAU-4.5 automated gas-tube hot water recovery boiler with a heating surface area of 4.5 m2 is included in the heating and hot water supply system of ships and can operate in natural and forced circulation modes.
As steam Water tube boilers KUP 19/5 and KUP 15/5 with a nominal steam output of 250 and 175 kg/h and a heating surface area of 19 and 15 m2 have become widely used on ships.
On river boats as hot water automated gas-tube boilers KOAV 68 and KOAV 200, which have the same design, are widely used. Boilers differ in size, heating surface area and power. The power of KOAV 68 boilers is 79 kW, and the KOAV 200 boilers are 232 kW.
№13. Water desalination plants.
Providing passengers and ship crew with drinking water is a very important task.
Sea water without special treatment and filtration is, as a rule, unsuitable for drinking. Therefore, ships are supplied with water from the city water supply, or it is purified from suspended mineral particles and disinfected. Drinking water pipelines are made from galvanized steel pipes with a diameter of 55 mm for mains and 13–38 mm for branches.
Water treatment plants of large modern cargo and passenger ships are a complex set of elements. The sanitary system includes: an electrolyzer tank used for coagulation of sea water, a pressure sand filter, devices for sterilization (ozonation) of filtered water, tanks for storing a supply of filtered water, pumps for supplying water to the system and for washing the filter, as well as instruments automation.
Water is purified from mechanical impurities using filters (sand, quartz, ceramic). To combat pathogenic bacteria, water is chlorinated, treated with silver ions, irradiated with ultraviolet rays or ozonated.
Ozonation allows you to achieve high efficiency of water treatment using relatively simple equipment and do without the strict dosage of introduced disinfectants, which is necessary with other methods of water treatment (chlorine, silver water and other reagents).
№14Descriptionactionswatchmanmechanicatstart-up, stop, servicemainengines.
Starting the diesel engine.
To start the diesel engine from the engine room it is necessary.
Disable remote control and turn on the alarm and security system;
Open the valve of the starting cylinder;
For diesel engines starting with pre-chamber heating, turn on the electric heating coils 30 seconds before start-up;
For diesel engines with separate control, set the handle (handwheel) of the all-mode regulator to the position corresponding to low speed;
when manually adjusting the fuel supply, put the control post handle in the “Start” position towards forward or reverse (depending on need) or press the starter button and start the diesel engine;
For diesel engines with an interlocked control system, move the handle (flywheel) of the control station to the “Start” position towards forward or reverse (depending on need) and start starting;
As soon as the diesel engine starts running on fuel, move the handle (handwheel) of the control station to the “Operation” position, if there are pre-chamber heating coils, turn them off;
If the start is unsuccessful, put the handle (handwheel) of the control station in the “Stop” position, and then repeat the start;
After starting the diesel engine, make sure by ear that it is operating normally, and by instruments - that the lubrication systems and cooling systems are working properly.
Be sure to check the uniform operation of the turbocharger (by ear), the circulation of cooling water, and the uniform heating of the surface of the turbocharger housing.
Stopping the diesel engine.
Before stopping the diesel engine, reduce the crankshaft speed. For diesel engines with a reverse gearbox, after reducing the rotation speed by 50%, it is necessary to turn off the reverse gearbox and let the diesel engine idle for 3-5 minutes. The diesel engine can be stopped only after the temperature of the cooling water in the closed circuit drops to 60%
When stopping the diesel engine for more than 2 hours, it is necessary to drain the motor fuel from the fuel system pipelines, fill them with diesel fuel and bleed the high-pressure fuel pumps and injectors.
If the diesel engine stops for a long time, you should:
For diesel engines with oil-cooled pistons, pump the lubrication system for at least 10 minutes;
Refill the air launch cylinders with air, bringing the pressure in them to normal;
Close the shut-off valve at the launch cylinders and bleed air from the pipes;
Open the indicator valves on the working cylinders and turn the crankshaft 2-3 turns;
Close the valve on the fuel line to the fuel pumps and the valve on the water cooling suction pipe;
20-30 minutes after stopping the diesel engine, remove the covers from the crankcase hatches, check by touch the temperature of the crankshaft bearings, the upper heads of the connecting rods, as well as the lower parts of the piston and cylinder liners, the camshaft bearing adjuster housing, valve actuators and other rubbing parts and connections ;
For two-stroke diesel engines and supercharged diesel engines, open the drain valves on the air receivers to remove the water and oil accumulated in them;
Turn off the oil supply through the central oil distribution valves for those diesel engines where they are present;
Wipe the diesel engine, replace the covers removed from the crankcase hatches, and manually lubricate parts that do not have central lubrication;
Eliminate all faults previously discovered during diesel operation and inspection.
Diesel 6CHRN36/45(G-70). Diesels 6CHRN36/45 (G-70) - are used as the main engines of sea and river vessels.
Figure 6.1 - Longitudinal section of diesel engine 6CHRN36/45(G-70)
Figure 6.2 - General form diesel 6CHRN36/45(G-70)
Design. The main parts of the diesel engine - the foundation frame and the cylinder block - are tied together by anchor ties that run from the bottom of the frame to the top plane of the block. The block has insert bushings on which the cylinder covers rest. The covers contain one inlet and outlet valve, a start and safety-decompression valve, an injector and a thermocouple. The main bearings have interchangeable, thin-walled liners filled with Babbitt. The main bearing caps are secured to the foundation frame with anchor pins. The connecting rod bearings are steel, thin-walled, with anti-friction aluminum alloy. The connecting rod lower head cover is secured with four bolts. A bronze bushing is pressed into the upper head of the connecting rod. The piston is cast iron, cooled by oil, which comes from the circulating lubrication system. Floating type piston pin. The oil, water and fuel priming pumps are driven from the crankshaft gear. The camshaft is driven through a system of spur gears. The camshaft controls the operation intake valves and fuel pumps and at the same time drives the speed controller, air distributor and tachometer. The intake valve and fuel pump cams are removable. The fuel pump cams can be rotated around an axis to regulate the timing of fuel supply to the cylinders.
Fuel system includes consumables fuel tank with receiving filter, intermediate strainer, two filters fine cleaning, gear fuel priming pump, spool-type fuel plunger pumps - one per cylinder and injectors. Intermediate and fine filters - two-section. They can be cleaned without stopping the diesel engine. Diesel engines (except G72m) can be equipped with an automated dual-fuel (diesel, motor) fuel preparation system.
The fuel preparation system has two electrically driven pumps (one is a backup), a fuel separator, heaters and a fuel distributor, a control panel, an additive dispenser, a fuel cooler after the injectors, pre- and fine filters. A constant crankshaft speed is maintained by a precision speed controller, which is connected to the fuel pumps. The speed regulator is controlled locally (by a handle) and remotely (from the generator panel). Using the fuel pump control mechanism, the speed controller and control handle are independently connected to the fuel pumps. Marine diesel engines have an all-mode speed controller that supports any given rotation speed in the operating range; there is also a safety regulator that automatically stops the diesel engine when the rotation speed exceeds a specified limit. Diesel engines are equipped with equipment and mechanisms for emergency protection and signaling. If the oil or water overheats, their pressure drops, or the permissible speed limits are exceeded, an impulse will be sent from the corresponding sensor to the actuators and mechanisms. At emergency stop the access of air to the diesel cylinders is blocked and the fuel pumps are turned on. At the same time, the generator is disconnected from the network (for stationary diesel engines).
The lubrication system of diesel engines is circulation. A gear pump supplies oil to the system. Marine diesel engines have two pumps (injection and exhaust), which are driven by the crankshaft damper gear. The oil is cooled by running water in a tubular type cooler. The filter is two-section with mesh replaceable elements; fine oil purification is carried out by a centrifugal filter, which operates under the influence of pressure in the lubrication system. The system is equipped with a thermostat that maintains the oil temperature within a strictly established range. Before starting, the lubrication system is pumped and filled with oil by an autonomous electric gear pump. Marine diesel engines have two pre-priming pumps, two pre-filters and one centrifugal oil filter. A turbocharger is connected to the diesel lubrication system.
The diesel cooling system is closed, two-circuit. In the internal circuit with a centrifugal pump driven from the crankshaft, fresh water circulates, which is cooled in a tube-type cooler. The external circuit water is pumped through the cooler by an electric-drive autonomous pump. In marine diesel engines, the seawater pump is mounted on the diesel engine and is driven from the crankshaft damper gear. The water temperature in the internal circuit is maintained within a set range by a thermostat. To replenish leaks and evaporate water, the system is equipped with a compensation tank.
The air intake system is equipped with an air cleaner. Between the TK-30 turbocharger and the charge manifold there is a flap of the emergency protection system, which, when activated, blocks the access of air to the manifold. Charge air passes through the cooler before entering the cylinders.
At the front end of stationary diesel engines there are oil-water and fuel-priming pumps, which are driven from the crankshaft, a main starting valve, a tachometer with a drive and a control handle. On the same side, next to the diesel engine, a panel with instrumentation is installed. At the front end of marine diesel engines there is a control station, the mechanism and devices of the diesel engine system, a fuel priming pump, water pumps (circulation and pump-out), and a damper torsional vibrations(set based on calculation results) and tachometer sensor.
Marine diesel engines are equipped with a pneumatic remote automated control system (RAC), which allows you to control the operation of the diesel engine from the wheelhouse of the vessel. The diesel engine can be started and stopped by the steering wheel of the local control station on the diesel engine or from the wheelhouse using the handle of the DAU station. Instrumentation and control devices are installed in the engine room on a remote panel and in the pilothouse on the DAU console.
Main parameters of diesel engines 6CHRN 36/45 (G-70).
Table 6.1 - Main parameters of diesel engine 6CHRN 36/45 (G-70)
Continuation of Table 6.1
| Average effective pressure at nominal mode, 10аХ / m"- | 10,22 |
| Average piston speed, m,s | 7,5 |
| Fuel | |
| basic | Motor diesel fuel (GOST 1667 -- 68) |
| auxiliary and substitutes | Divezelnoe S (GOST 305 -- 62), DS and DL (GOST 4749 -- 49) or TL (GOST 10489 -- 69) |
| Specific consumption fuel, reduced to the heat of combustion of the fuel, g, (kW h) [g (e. hp. h)], not more than: | |
| motor | 220+5%; |
| (162+5%) | |
| diesel | 213+5% |
| (157+5%) | |
| Lubricating oil: | |
| basic | MI2B MRTU 12 N 3-62 |
| substitutes | DS-11 (M10B) GOST 8583 -- 61; Dp11 GOST 5304 - 54 (when operating on fuel 0GOST 4749 - 49); MS-20 GOST 1013 -- 49 (with elevated temperature environment) |
| substitutes for foreign | SAE 30 USA Std М-1-1.-2104-В; |
| stamps | SAE Brit(h Вtd. DE F 2101-B |
| Specific oil consumption, | 5. 4 (4) |
| g (kW h) [g, (e. l. s h)] | |
| Diesel dry weight, t | 29.0 |
| Gear ratio gearbox; | - |
| Diesel service life before the first overhaul (removal of pistons) | 7 000 |
| Diesel resource (motor life), h | 35 000 |
Diesel generator AD150 (YaMZ 238DI).
Diesels of type Ch 36/45 are stationary, four-stroke with jet fuel atomization. These diesel engines are available in four-cylinder (4Ch 36/45 (G-60)) and six-cylinder (6Ch 36/45) versions. These diesel engines are designed to drive electric generators and other mechanisms operating in stationary conditions. Diesels 4Ch and 6Ch 36/45 are low-speed, but have a direct connection to the shaft of a synchronous generator alternating current, supplied with a diesel engine. The generator is installed on a common foundation with the diesel engine.
The skeleton of these diesel engines consists of a foundation frame, crankcase and cylinder covers, tightly connected to each other with pins. The base frame of a box-shaped rigid structure is cast from cast iron. The main bearing housings are cast integrally with the foundation frame, which house steel liners filled with babbitt.
The diesel crankcase consists of one cast iron casting, attached to the foundation frame with anchor ties. Wet-type cylinder liners are made of cast iron and are sealed at the bottom with rubber rings. The cylinder covers for each cylinder are individually cast from cast iron. Each cover contains: a nozzle, inlet and outlet valves, air start and indicator valves. The cylinder cover is installed on the liner collar along an annular groove sealed with a copper gasket.
Crank mechanism. The crankshaft is made of high-quality carbon steel, solid forged; for 4Ch 36/45 (G-60) diesel engines, the shaft has five main journals, and for 6Ch 36/45 diesel engines - seven. In the first case, the connecting rod journals of the shaft are located in one plane at an angle of 180°, and in the second - in three planes at an angle of 120° to each other. Each knee has an oblique drilling directed from the main to the crankpin; it serves to supply oil to the connecting rod journal and through the connecting rod rod to the upper head of the connecting rod. The rear end of the shaft ends in a flange to which the generator shaft is attached. A disc-type flywheel cast from cast iron is fixed between the flanges of the crankshaft and the generator. The main journal closest to the flywheel is made wider than the others, since it is persistent. The shaft, when expanding, can only extend in the direction opposite to the flywheel. A split camshaft drive gear is secured with a clamp between the flanges and the thrust journal. The place where the crankshaft exits the frame is sealed with a casing that has a labyrinth and gland seal.
Stamped steel connecting rod of I-section with a detachable lower head. The lower head is made of two halves with steel liners filled with BN babbit. It is centered in the connecting rod rod using a protruding spike on the upper half of the head, inserted into the cavity of the rod. A bronze bushing is pressed into the upper head of the connecting rod. The piston is cast from cast iron. The piston bottom has a concave shape on the outside. Its inner side is cooled by oil sprayed by a special fitting screwed into the upper head of the connecting rod. The piston has five sealing rings and four oil scraper rings.
The piston pin is hollow, floating type; its surface is cemented and hardened with high frequency currents.
The gas distribution mechanism consists of a system of transmission gears, a camshaft, a valve drive and fuel pumps. The camshaft is located on the crankcase shelf in bearings, the steel liners of which are filled with babbitt. The cams of the intake and exhaust valves are mounted on the shaft, secured to it with keys. In addition, there are fuel pump cams on the shaft, connected to it using bushings, which makes it possible to set the required fuel supply advance angle. The camshaft is driven by the crankshaft gear through the intermediate gears. For smooth engagement and quiet operation, the drive gears are made with an oblique tooth. The valves are driven in a manner similar to that shown in FIG. 103.
The fuel supply system of the G-60 diesel engine consists of fuel pumps, booster pumps, injectors, fuel filters, connecting pipelines.
The fuel pump is single plunger, spool type. The operation of each cylinder is ensured by its own fuel pump and injector.
Gear type booster pump. It is equipped with a bypass valve. When the diesel engine is running, fuel is supplied to the coarse filter by a booster pump, then by a cleaning furnace, after which it is supplied to the filter. fuel pump high pressure.
The fuel coarse filter consists of two sections mounted in a cast iron housing. Each section has internal and external filter elements. The filter element consists of a frame with a brass mesh stretched over it. Using a tap, you can turn off one of the sections for inspection and cleaning (while the second section is running).
The fine filter is a two-section, mesh type, with internal and external filter elements inserted into one another. The brass mesh of both filter elements is stretched onto corrugated sheet steel drums. Both sections of the filter are mounted in a housing, in the lower part of which there is a valve that allows you to turn off one of the sections from operation or shut off both sections, stopping the access of fuel to the diesel engine.
Closed type diesel injectors with slot filter.
The engine regulator is centrifugal, single-mode. It is driven by a large bevel gear that is elastically connected to the camshaft gear. The elasticity of the connection is achieved due to the springs through which torque is transmitted and which soften the shocks arising from uneven rotation of the crankshaft and camshaft.
Each position of the regulator clutch corresponds to a strictly defined amount of fuel supply. On the other hand, each position of the weights, and therefore the position of the coupling, corresponds to a certain number of revolutions. Therefore, with a change in load, there is still some change in the number of revolutions. In order to have a precisely specified number of revolutions under a changed, new load, you need to change the tightening of the springs pressing the governor clutch. This can be achieved manually or by remote control, a reversible electric motor with which the regulator is equipped.
The diesel engine has a shut-off mechanism that serves to connect the regulator and the diesel control handle with the fuel pumps.
The G-60 diesel engine has a mixed lubrication system. Cylinder liners are lubricated by splashing, all other rubbing parts are lubricated under pressure. A small number of components that do not require circulation lubrication are periodically lubricated by hand. All the oil circulating in the engine is located in the foundation frame and oil sump. When the diesel engine is running, oil is sucked from the oil sump through the intake filter. oil pump, driven by the crankshaft gear, and is pumped into the coarse filter, from where it enters the refrigerator, and then into the main oil line. In parallel with the coarse filter, a fine oil filter is included, which passes part of the circulating oil through itself, which is then drained back into the oil sump. From the main line, oil flows to the main bearings of the crankshaft, and then through drillings in the cheeks and journals of the shaft to connecting rod bearings and then into the upper head of the connecting rod.
To pump the oil line before starting it into the discharge line, there is a manual booster pump.
The mesh-type receiving filter consists of two filter elements located in the oil sump. The filter element consists of a rigid metal frame wrapped in brass mesh.
Gear type oil pump.
Two-section mesh type coarse filter. Two fine filters each have three filter elements of the ASFO type.
Tubular type oil cooler. Hot oil washes copper tubes outside, and cold water flows inside them.
The diesel engine is cooled by running water supplied from a water tank or water supply. The diesel engine does not have a water pump. From the supply pipe, cooling water, washing the oil cooler, enters the lower part of the water jacket of each cylinder, then flows through the fittings into the cylinder covers. From here, water flows through the overflow pipes into the exhaust manifold jacket and then into the drain pipe.
The diesel engine is started using compressed air. Before starting, the cylinders are filled with compressed air pumped by a compressor. The compressor is a vertical two-stage single-cylinder. It is located separately from the diesel engine and is driven by an electric motor through V-belt transmission. The compressor at n = 800 rpm has a capacity of 10 m3/h. Operating pressure 60 at.
Start valves are installed on all cylinder covers. The valves are controlled by compressed air supplied through a disc air distributor
