ENGINNEERING KNOWLEDGE

MOTOR (MA 3016)

Learning Outcomes

Discuss materials used for liners

Explain heat transfer and strength of liner
Explain how Sealing in liner achieved
Discuss how expansion on liner is
accommodated
Describe wear and wear rate on liner

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Learning Outcomes

Sketch and describe a modern liner

Discuss surface treatment of liner
Describe procedure in renewal of liner
Discuss running-in of liner

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 Form

part of combustion chamber

Forms cylindrical space in which
piston reciprocates

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Cylinder LinerIntroduction
Cylinder block is made from grey cast iron
Liner is manufactured from cast iron alloyed
with chromium, vanadium and molybdenum.
Alloying elements help resist corrosion and
improve wear resistance at high temperatures
Liner will wear with use, and therefore may
have to be replaced
Cylinder jacket lasts the life of engine.

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Cylinder LinerIntroduction
At working temperature, liner is a lot hotter
than the jacket
Liner will expand more and is free to expand
diametrically and lengthwise.
If liners were cast as one piece, then
unacceptable thermal stresses would be set up
Complex casting, difficult to produce a
homogenous casting

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 Wet

liners medium and slow

speed engines cooling by water
Dry liner small engine cooling
by air e.g life boat engine

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3 PIECES
LINER
(DOXFORDP)

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COOLING WATER OUT

EXHAUST PORTS
EXHAUST BELT

UPPER LUBRICATION
COOPER RING
STEEL SHRUNK RING

UPPER LINER
UPPER LINER

VALVE POCKET

COMBUSTION BELT
COMBUSTION BELT

COOLING WATER IN
LOWER LUBRICATION

LOWER LINER

SCAVENGE PORTS

TRIPARTITE (3 PARTS)
CYLINDER LINER
AND JACKET
(DOXFORD PTYPE
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CYLINDER OIL SUPPLY

GROUND FACE

COOLING WATER OUT

TO COVER
CYLINDER LUBRICATION OIL 8 POINTS

JACKET

UPPER COOLED PART

COOLING WATER IN

ABESTOS PACKING
Copper ring

TELL TALE LEAK OFF

EXHAUST PORTS

SCAVENGE PORTS
CYLINDER LUBRICATION OIL 2 POINTS
SOME COOLING OUT
WAVE JOINT

SUPPLEMENTARY
CYLINDER OIL SUPPLY

LOWER
UNCOOLED
PART BOLTED
TO JACKET

MAN KZ LINER
(2 PIECES)
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RND SULZER (ONE PIECE) HYPERBOLIC COOLING PASSAGES

C/W OUT TO CYL HEAD
THICK COLLAR
COMBUSTION SPACE ABOVE
JACKET

GROUND FACE

ANGLED C/W
DRILLINGS

CYLINDER OIL SUPPLY

FREE
THERMAL
EXPANSION

JACKET

DRILLING PASSES CLOSE TO

LINER SURFACE

LEAK OFF LINE /

TELL TALE HOLE
EXHAUST PORTS
SCAVENGE PORTS
LEAK OFF LINE /
TELL TALE HOLE

BORE COOLING
VIEW

SECOND ADDITIONAL
CYLINDER OIL SUPPLY

C/W INLET

RUBBER RINGS

LEAK OFF LINE /

TELL TALE HOLE
PLUG

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 Mechanical
Thermal

stress pressure

stress - temperature

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 Supercharged

engines, maximum firing

pressure is about 90 120 Bar or more
Non- supercharged is about 75-85 Bar
This pressure produces circumferential
(hoop) stress and longitudinal stress
Hoop stress is twice longitudinal stress so
only hoop stress is considered

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HOOP STRESS

=PxD

CYLINDER HEAD

2t
WHERE, P = GAS PRESSURE
D = LINER DIAMETER
t = LINER THICKNESS
Thus hoop stress will increase if
bore size and firing pressure increase
Cylinder Liner

CRACK
DUE TO
HOOP
STRESS

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Resistance to heat flow through liner metal

produces a temperature gradient across liner
Liner wall expands more relative to outer
wall, where:
thermal stress, T = T
where T is temperature gradient

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Thicker liner will increase temperature

gradient hence thermal stress
Thicker liner have good resistance to
mechanical stress.
Liner design becomes complex
Inner liner surface temperature should be
sufficiently low to retain oil film and high
enough to avoid acid-dew (sulphur)

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Next to liner wall 500oC

On liner wall 140oC due
to oil film, carbon
deposits
Outer liner wall 75oC due
to thickness of liner wall
and cooling water
Lower part 40oC due to
expansion

Cylinder cover
o
1650 oC 500 C

Piston

Cylinder
140 oC jacket

Cylinder
liner

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75 oC
Cooling
water
space

17

THERMAL STRESS

OPTIMUM
METAL
THICKNESS
HOOP or MECHANICAL STRESS

METAL THICKNESS
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Older lower powered engines had a uniform

wall thickness
Cooling was achieved by circulating cooling
water through space between liner and jacket.
Cooling water space was sealed from scavenge
space using 'O' rings
Telltale passage between 'O' rings led to outside
of cylinder block to show a leakage.

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Tell-tale
passage

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To bring cooling water closer to

the liner wall, without
compromising strength
tangential bore cooling
is used.

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TANGENTIAL BORE COOLING

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 Holes

are bored from underside of flange

formed by increase in liner diameter
Holes are bored upwards and at an angle
so that they approach internal surface of
liner at a tangent.
Holes are then bored radially around top of
liner so that they join with tangentially
bored holes.
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One piece liner &

Tangential Drilling
for C.W
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 In

some long stroke engines

undercooling further down the liner
was taking place.
Condensation of water vapour on
liner surface wash away lube oil film.
Condensation of sulphuric acid
vapour into acid contribute corrosion

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Insulating tube
minimize
condensation of
vapour

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 Sulphuric

acid if this condenses on liner

surface corrosion can take place.
Once oil film has been destroyed then
wear will take place at an alarming rate
Insulate outside of liner so that there was
a reduction in cooling effect.
Latest engines liner is only cooled at the
very top.

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 Inside

surface is subjected to rubbing

action of piston rings
Subjected to high combustion pressure
and temperature at upper end.
Takes side thrust of piston caused by
the connecting rod angularity

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Modern liners employ bore cooling at the top

Pressure stress is high and liner wall thickness
has to be increased.
This brings cooling water close to liner surface
to keep liner wall temperature
Efficient cooling lead to no breakdown in
lubrication or excessive thermal stressing.
Although liner is splash lubricated cylinder
lubricators may be used on larger engines

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 Cooling

water space is formed between

engine frame and jacket
Danger is water could leak down and
contaminate crankcase if O rings
failed
As a warning, "tell tale" holes are led
between O rings to outside of engine.
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Modern engines tend not to

use this space for cooling
water. Instead a separate
water jacket is mounted above
the cylinder frame. This stops
any risk of leakage of water
from the cooling space into
the crankcase
Liner opposite is fitted with a
fireband. This is sometimes
known as an antipolishing ring. It
is slightly smaller in diameter
than the liner, and its purpose is
to remove the carbon which
builds up on the piston above the
top ring. If this carbon is allowed
to build up it will eventually rub
against the liner wall, polishing it
and destroying its oil retention
properties
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 Modern

engines tend not to use this space

for cooling water.
Instead a separate water jacket is mounted
above the cylinder frame.
This stops any risk of leakage of water
from the cooling space into crankcase
Provides the cooling at the hottest part of
the cylinder liner.
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Liner is fitted with a fireband also known

as an anti-polishing ring.
It is slightly smaller in diameter than liner
Purpose is to remove carbon which builds
up on piston above top ring.
If carbon is build up it will rub against
liner wall, polishing it and destroying its
oil retention properties.

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Grey Cast iron is used because

Castibility is good for intricate shapes
Good wear resistance large surface of
irregular shaped graphite flakes and semiporous surface to retain oil
Good thermal conductivity
Good internal vibration damping properties
Cost less relatively
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Liner Materials

Nodular or spheroidal cast iron is

Tougher
More resistance to crack formation
(less stress raising matrix)
Less self lubrication properties
* For higher power, shock loading due to
combustion pressure

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Alloy Element
Nickel
Chromium
Copper or molybdenum wear
resistance to corrosion

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 For

large bore cylinder liners generally

the cast iron contains:
Carbon
- 3.00%
Silicon
- 0.70%
Manganese - 1.00%
Sulphur
- 0.10%
Phosphorus - 0.25%
Vanadium - 0.15%
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 Two

methods

Sand casting

Centrifugal casting

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Better wearing properties due to better

grain flow produced in cast material
Better graphitisation, thus lubricating
properties, due to slow cooling rate
Normally used for large, slow speed
engines

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Stronger liner
Homogeneous in structure
Poor wearing quality (fast cooling rate)
Normally used for medium and high
speed engine

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After casting, liners are rough- machined and

hydraulically pressure tested ~ 7 Bar
Ports are formed in casting - old practice
Nowadays they are marked, drilled, shaped and
machined finish
Then outside and inside surface is final-machined
Sometime, inside surface is honed to improved
surface finish ~ 3.5m or surface treatment

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Normally used an electrolytic

deposition of hard chrome sometime
nickel
Chrome layer is ~ 0.2 to 1.0 mm
Chrome surface must be porous for
oil retention
This can be achieved by etching with
acid or a patented porus-krome

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Advantages
Hard surface and improve wear-resistance,
corrosion resistance, uniform surface finish
Disadvantages
Expensive since reduction in wear rate
cannot offset cost
Plating can peel-off, must use only with cast
iron piston rings
Running-in action may be delayed ,leading to
rings collapse or scoring of liner
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Plated liner is immersed into a special bath

and current (for electroplating) is reversed
This forms minute pits and channels in the
chromium plating
After plating, liner is ground or honed
It is then replaced in the bath together with
a screen attached to its surface.
The current is then reversed and smallhemispherical cavities are produced
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Liner Fault
- Crack

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1. Crack across liner flange due to uneven or

excessive tightening of cylinder head studs
2. Hoop stress crack due to poor liner support
3. Circumferential crack along wear ridge due to
SCR or new rings hitting the ridge
4. Star or crazy cracking caused by flame
impingement
5. Star cracks around lubricator quill due to water
leakage
6. Cracks across port bars due to overloading, poor
cooling, scavenge fire, poor fitting of rubbing
sealing ring etc
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Three main causes of damage/wear to

the liner material;
Abrasion - caused by solid particles
breaking through the lubricant film
Corrosion
caused by acidic
products of combustion
Friction or scuffing - Break down of
lubricating oil film leading to metal
to metal contact
Note: Normal and abnormal wear
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Hard particles combined with cylinder

lubricant to form light abrasive paste
causing liner wear
In crosshead engine, cylinder lubricant is
limited and thus flushing of abrasive paste
is not effective compared to trunk engine
Thus in crosshead engine, abrasive wear is
the major contributor for liner wear.

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 Source

of hard particles can originate

from

Air borne dirt,

Ash in fuel,

Carbon from combustion

Piston rings wear

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Dirty air filter

Dirty scavenge ports
Scavenge manifold dirt

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 Fuel

consists of vanadium,
sodium silica and scale
(iron rust)
It can be reduced by effective
centrifugal separation
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Difficult to achieve perfect or complete

combustion
Bad combustion results in more carbon
produced as abrasive particles
To minimise carbon in cylinder:
Efficient oil purification
Good combustion
Correct injection and pump timing
Maintain correct fuel temperature
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Produces wear dust from rubbing

Increases wear of both liner and rings
Use good quality ring material and
lubrication

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Marine fuel contain sulphur

After combustion sulphur dioxide and
sulphur trioxide

SO2 + H2O --------- SULPHUROUS ACID

SO3 + H2O --------- SULPHURIC ACID
UNBURNED FUEL (SULPHUR) +
UNPERFECT COMBUSTION (O2 + H2O) ------- SULPHURIC ACID
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RELATION BETWEEN H2SO4

DEWPOINT TEMPERATURE & FUEL
SULPHUR CONTENT AT DIFFERENT
PRESSURES
H2SO4 dewpoint temperature oC)

180

40

160

150

140

Pressure (bar)

80

170

130

120

110

1.0

2.0

Sulphur in fuel %wt

3.0.
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Dew point of sulphuric acid is around 110oC

to 180oC depending upon :
Pressure in cylinder
Sulphur concentration

Acid is present especially during slow

steaming - temperature around that boundary

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Used alkaline oil for cylinder lubrication

Control condensation in air cooler
Keep cooling water temperature in jacket
as high as practicable
Keep quantity of starting air minimum
Note: to protect waste heat system from
corrosion, by pass such system when
engine is on light load

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Occur when lubricant failed to

separate rings and liner surfaces
Subsequent contact caused microwelding or micro-seizure.

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Too smooth liner surface resulting in too

little lube oil retention
Water on liner surface repelling oil film
Blow past and thus removing oil film
Poor or inadequate oil distribution around
the liner surfaces
Deposit on the piston absorbed oil film
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MICROSEIZURE OIL FILM

LINER
WALL

LINER
WALL

LINER
WALL

RING

RING
RING

Asperities meet

Tearing out,
cooling, hardening

Frictional heat and

welding
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OIL - WEDGE
OIL
FILM

LINER
WALL
PISTON
SKIRT

PISTON
SKIRT

LINER
WALL

OIL
WEDGE
(1:150
TAPPER)

OIL
FILM

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Maximum normal liner wear occurs at top of the

liner, in port-starboard direction and around
scavenge and exhaust ports
Reason for above wear pattern:
High temperature region reduces oil viscosity
and thus oil thickness
High gas pressure increases ring loading
causing penetration of oil film
Slow movement of piston results in oil wedge
to break-down (reversal of piston movement)
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Alkali in cylinder oil is used to neutralize acid.

For fuel with 4-5% sulphur -cylinder oil with TBN
(Total Base Number) of 70
For fuel with 1% sulphur, used cylinder oil TBN of
20 or 30
To obtained perfect distribution of cylinder oil is
difficult
Surfaces get either more alkalinity or less
depending on position from cylinder lubrications
quill and TBN used
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CLOVERLEAFING

Lube oil

Wear due to exhausted

alkalinity before
cylinder oil spreads
across liner surfaces

Lube oil

Lube oil

Wear due to
excessive alkalinity
in cylinder oil

Measured by
profilograph an
instrument

Lube oil

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If TBN use is more, surfaces near quills

will get excessive alkalinity leading to
hard calcium compounds formed.
Alkaline compounds are burnt and
formed heavy deposits which caused
abrasive wear.
Surfaces further from quills will have
alkali neutralized by then and thus
minimum wear is experienced
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If TBN used is less, surfaces near quills will

have minimum wear but surfaces furthest
from quills will be starved of alkaline
compounds when reaches there.
This will lead to acidic corrosion (since
insufficient alkalis to neutralize acid) and
thus experienced maximum wear.
If insufficient oil used, the effect will be
more wear due to scuffing (no oil on surface)
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Gauging a
Liner

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Gauging a liner on a large bore RTA engine.

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Liner Calibration

MADE ON BEHALF OF SINGAPORE POLYTECHNIC

Date: 08 January 2015
Source: Marine Low Speed Diesel Engines
By Dr. Denis Griffiths
Published: IMarEST

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Discuss Overhauling of liner

Liner Disassembly

Safety Procedures
Tools required
Spare parts
Work plan
Measurements to take

Liner Assembly

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Insulating tube
minimize
condensation of
vapour

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Liner Wear
Pattern

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Wear rates vary, but as a general rule, for

a large bore engine a wear rate of 0.05 0.1mm/1000 hours is acceptable.
Liner should be replaced as the wear
approaches 0.8 - 1% of liner diameter.
Liner is gauged at regular intervals.
The wear rate for a medium speed liner
should be below 0.015mm/1000hrs.
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WEAR RATE
TEMPLETE
Cyl No

Date

Date fitted

Date of last
gauging

Total hours

Hours since
last gauging

Position

A
B

LINER

Forward and After

TOP RING
POSITION

Port and Starboard

WEAR

B
E

C
D
E

F
EXHAUST
PORT

F
G
H

SCAVENGE
PORT

Max wear
G

Mean Max Wear

Wear rate since new
Wear rate since last gauging
Remarks

LINER WEAR RECORD SHEETCylinder Liner

RESULTS
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Related to time in order to put these figures into useful

form of comparison
Form of diameter increase per thousand running hours.
Thus :Wear rate since last recorded measurement
Increase in O since last record

Running hours since last record

X 1000
= mm/1000 hrs
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 Wear

rate since new :

Total increase in O (diameter)

Total running hours since new

X 1000

= mm/1000 hrs

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Max. Liner wear rate

mm/1000
0.4

MAXIMUM CYLINDER LINER WEAR

RATE PER RUNNING HOURS

0.3

WEAR RATE
INCREASES
DUE TO WORN
RINGS AND
LINERS

0.2

GRAUDAL WEAR
STARTS

0.1

RUNNING-IN
PERIOD
2

10

12

14

ENGINE RUNNING HOURS x 1000

16

18

20

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Improper running in smoothing and geometry

Misalignment of piston or distortion of cylinder
thermal stress and uneven tightening
Inadequate oil supply or unsatisfactory oil supply
Lube oil too low in viscosity or too low in
alkalinity
Incorrect piston ring clearances
Unstable cylinder liner material phosphorous /
silicon

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Contamination of lube oil by extraneous abrasive

material 4stroke engine
Cylinder wall temperature too high or too low oil film
breakdown or corrosive wear
Overloading of engine overheated, distorted and lube
oil destroyed
Scavenge air temperature too low wash oil film, form
acid, rusting
Inefficient combustion carbon
Use of low sulphur fuel (less than 1% sulphur) in
conjuntion with high alkaline cylinder oil and vise versa

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Blow-past and scavenge fire

Cylinder oil loss and microseizure
Drop in performance and
efficiency
.?

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DG
Di = 0.98 DG

Di
0.7 to 0.8d

Cylinder Liner Sealing Ring

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Depth of groove = 0.7 to 0.8d where d is diameter

of rings section. This is because the sealing effect is
best when ring is in deformed state.
Rubber ring cross-sectional area is 75 to 90% of
grooves area. (due to rubber being flexible but
incompressible)
Di (inside of rubber rings) is 2% less than DG
(diameter of the bottom of groove) for prestressing
effect when fitted in liner.
Sealing parts smooth and guiding edges tapered and
rounded. Rubber rings and sealing parts applied with
tallow or soft soap.
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Summary

Discuss materials used for liners

Explain heat transfer and strength of liner
Explain how Sealing in liner achieved
Discuss how expansion on liner is
accommodated
Describe wear and wear rate on liner

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Summary

Sketch and describe a modern liner

Discuss surface treatment of liner
Describe procedure in renewal of liner
Discuss running-in of liner

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Exercises
Sketch and explain a normal liner wear pattern
Explain the meaning of wear rate of liner
Sketch and describe procedure in the overhauling
and renewal of liner
Explain clover-leafing in cylinder liner wear
Discuss running-in of liner
Discuss the causes and remedy of excessive wear
on liner
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