Engine Construction Stationary Parts 2 s/c Slow Speed BEDPLATE LUBE OIL SUMP A FRAME CYLINDER BLOCK JACKET WATER CYLINDER LINER CYLINDER HEAD INTAKE PORTS CRANK CASE INTAKE MAINIFOLD EXHAUST MAINIFOLD EXHAUST VALVE FUEL INJECTOR

CRANK CASE WEB CRANK SHAFT CRANK SHAFT BEARING CRANK PIN CROSS HEAD CROSS HEAD GUIDES CONNECTING ROD PISTON ROD PISTON TURBO-CHARGER INTER- COOLER Engine Construction Moving Parts 2 s/c Slow Speed

VALVE ACTION ROCKER ARM PUSH ROD CAM SHAFT CAM

OTHER CAMS FUEL CAM FUEL PUMP

FUEL PUMP ACTION FUEL CAM ENGAGES INJECTION BEGINS INJECTION ENDS MAX CAM LIFT Effective Stroke Cam Lift FUEL SUPPLY FUEL RETURN

FUEL PUMP ACTION FUEL CAM ENGAGES INJECTION BEGINS Cam Lift FUEL SUPPLY FUEL RETURN Effective Stroke To affect engine power and/or speed Vary effective stroke More/less fuel to cylinder during power stroke

To affect engine power and/or speed– vary effective stroke ROTATE plunger Injections begins as before,,, but ends earlier Less fuel per power stroke Power/speed is reduced INJECTION BEGINS FUEL CAM ENGAGES Effective Stroke FUEL DELIVERED per PWR STROKE

The are many fuel injection arrangements… Fuel pumps may be mounted on injector (unit injectors) and activated via a rocker arm from above—or an “overhead cam” Fuel pumps may be activated electrically, timed with a microprocessor (no fuel cam—electronic injection) Fuel may be delivered a constant high pressure to injectors and the injector activated mechanically or electronically at precisely the right moment

… but ALL fuel injection systems must satisfy the following requirements Accurate METERING Proper TIMING Suitable INJECTION RATE Clean CUT-OFF Adequate ATOMIZATION Sufficient PENETRATION

FUEL SYSTEM (Slow Speed Diesel Propulsion V HTR DAY TANK No.1 DAY TANK No.2 HP FILTER VISCOSIMETER LP FILTER SUPPLY RETURN FO SERVICE PUMP DB TANK F.O. PURIFIER

CYLINDER OIL Lube Oil System(s) L.O. COOLER LP FILTER L.O SERVICE PUMP HP FILTER CIRCULATING SYSTEM METERING PUMP LO STORAGE L.O. PURIFIER

“CENTRALIZED COOLING” (LS Diesel Propulsion) L.O. CLR AIR CLR JACKETWATER JW CLR JW PUMP EVAP FW CIRC PUMP FW CLR SW CIRC PUMP Sea Water LTFWHTFW

L.O. CLR Medium Speed Engines FUEL PUMPS L.O. PUMP T THERMOSTAT F.O. SERV. P. AIR CLR J.W. PUMP J.W. COOLER Return

Diesels are not self-starting… Smaller Medium & High Speed engines are started via a MOTOR engaged to a flywheel M FLYWHEEL e.g., ELECTRIC MOTOR START BATTERY Start switch

Diesels are not self-starting… Smaller Medium & High Speed engines are started via a MOTOR engaged to a flywheel M or AIR MOTOR START Start valve STARTING AIR COMPRESSOR AIR RECEIVER ≈ 120 psi

Diesels are not self-starting… Smaller Medium & High Speed engines are started via a MOTOR engaged to a flywheel M or HYDRAULIC MOTOR START Start valve ACCUMULATORS ≈ 3000 psi RESERVOIR

Larger Medium Speed & Slow Speed engines are DIRECT AIR START STARTING AIR RECEIVER psi SAC STARTING AIR VALVE PILOT VALVES To other cylinders STARTING AIR admitted during POWER STROKE until engine fires STARTING AIR may be used to brake engine once fuel is cut off