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Variable Exhaust Valve Closing (VEC) In order to optimise the exhaust valve operation over the normal load range, the closing point of the exhaust valve is changed over 70-85% x MCR. During VEC operation the exhaust valve is closed EARLIER which means that the compression stroke of the piston is increased. This will lead to higher compression pressures and temperatures. For instance if the normal closage of the Exhaust vaive actuating arrangement with the VEC device exhaust valve is 130° BTDC, and this gives a compression ratio of 10.6, then by closing the valve 10° earlier, the compression ratio will increase to 11.2, and the compression pressure will rise by 4 bar, for the same scavenge air/load setting. The unit achieves this by leaking some of the oil contained in the high pressure pipe when the valve is in the OPEN position. This will cause the valve to slightly close, but will mean that the exhaust valve will be fully closed EARLIER than normal. Hence the piston can start to pressurise the cylinder contents earlier. The amount the valve closes is dependant on the position of the VEC shaft and eccentric mounted on the side of the exhaust valve actuator. (GALWEB] €g@\ CHA BNSt or \nOWREUBS\ENDaCWRENSnd chainPapel 11 of 20 Man B&W Exhaust Valve Hydraulic Actuator Damped closing Control air / Non retum £ VAs pe 4 | a) Stop cylinder! Filter Sealing Ae oil mist inlet pe (VAXOGE] asO\ CHR INStor \noVBBUBS \SNDaCHRENGnd chainsapel 12 of 20 ‘The hydraulic actuator is provided in order to operate the exhaust valve. On the side of the actuator unit there are three valves fitted: Non-return valve + This valve is provided to ensure that the hydraulic line is filled at all times. ‘The camshaft oil supply (main system in newer engines) will open this valve when the high line pressure drops below 3-4bar. This will occur when a) leaks are present, or b) the HP line is being filled after overhaul, or c) to supply make-up for oil which leaks through the air vent valve Safety valve + This valve is provided to safeguard the hydraulic system from over-pressure which could occur if the exhaust valve unit does not open. The set pressure is 300 bar. Throttle valve + This valve is a compensating valve for the leakages which can occur in the system. + If leakages are small then the amount of pressure generated within the high pressure line will be a maximum. This will cause the exhaust valve to open earlier and close later, BSFC will increase and the thermal loading of the exhaust valve will increase. To compensate for this the throttle vaive will be ‘opened which will bleed oil from the system. + When leakages increase, the pressure in the high pressure line falls too quickly which can lead to exhaust valve "knocking. This increase in impact can increase seat indentation damage. In this case the throttle valve would be closed to prevent this noise and damage. The optimum setting is when the valve just prevents to knock, and is then closed in a further 30°, It is important not to close the throttle valve completely as this would prevent the normal small leakage of the system that occurs when the valve stem expands. Hence the throttle valve will compensate for the decrease in tappet clearance that occurs when the engine and hence exhaust valves heat up. In the later mark V engines, a damped closing piston has been provided at the top of the exhaust valve (similar to the RTA damping pin). This eliminates the use of the throttle valve in these engines. (GALWGE] 636\ CHA INStor\noWRBUEA \SNVaIRARNAnd chainskapel 13 of 20 EXHAUST VALVE FAILURES: ‘Three factors have been found to accelerate valve failure by gas leakage. These are influenced by the fuel quality/combustion process: 1. Mechanical dents + These are formed by hard particles of catalyst from HFO or slag/ash particles from CLO. Softer faced valves will yield to remove the damage, but with the harder faced vaives the number of indents increase with time and can. produce gas blow-through 2. Spallation of salt layers 2. The molten salts from combustion flow onto the valve seat area and solidify on the colder seat area. The salt deposit forms a hard brittle layer, which builds up. Ifthe layers are thick enough, then thermal stresses in this layer cause cracking and break up, which creates leakage paths 3. Sealing face high temp corrosion The corrosion is caused by molten salt deposits. Once the liquid salt dissolves the protective oxides on the valve surfaces, aggressive corrosion and degradation will occur. When a channel has been formed in the surface, the local temperature is increased and corrosion accelerates. Hence the problems with the valves are mainly dependant on the fuel quality or impurities, and are greatly influenced by the “quality of combustion’ which occurs. ‘These impurities include the catalyst fines, sulphur, vanadium, and sodium compounds. The exact chemical composition of the oxides formed depends on the ‘oxygen excess and combustion temperature. Oxides found include Sodium oxide (Na,0), Sulphur oxides (SO,, SO,) and Vanadium Oxides (V,O,). These oxides react with each other and the calcium from the lube oil to form low melting point salts. These salts include Sodium sulphate (Na,SO,), Calcium sulphate (CaSO,) and sodium vanadates of varying composition. ‘The salts can combine to have a stiction temperature as low as 400°C, but it is more common for the salt compounds produced to give problems above 530°C. The actual combination of the salt varies according to valve alloy and fuel composition. The inner layers have been found to be vanadium rich, with various type of sodium vanadates, whereas the outer layers are sulphate rich with sodium and calcium sulphates. CALEB! @ai\ CHRINStor \ncVABUES \ANVaCNAENSnd chainsaws 14 of 20

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