Our company provide huge stock and make on the supply of spare parts for 4-stroke diesel engines. Our focus engines are, NOHAB, Wartsila 20, Wartsila 26, Wartsila 32 and Vasa 32. We have a large stock of spare parts together with a team of flexible sales personnel ensures that we will give a professional service to our customers – anytime, anywhere.
We are working exclusively with the best manufacturers in the world as this is what our customers demand and deserve. This together with a large stock that equals none in short delivery time, is what makes us the number one supplier for your needs.
We also offer reconditioned spare parts, thoroughly inspected and tested according to specification from engine manufacturers.
With our wide network and long experience we supply quality spare parts for other major engine brands as well.
Design of the diesel fuel injector nozzle is critical to the performance and emissions of modern diesel engines. Some of the important injector nozzle design parameters include details of the injector seat, the injector sac and nozzle hole size and shape. These features not only affect the combustion characteristics of the diesel engine, they can also affect the stability of the emissions and performance over the lifetime of the engine and the mechanical durability of the injector.
All nozzles must produce a fuel spray that meets the requirements of the performance and emissions goals of the market for which the engine is produced regardless of details of the fuel system design (i.e., regardless if the fuel system is of the common rail, unit injector, unit pump or pump-line-nozzle type). Additionally, specific requirements for injection nozzles can also depend on the fuel system type [Potz 2000]:
- Common rail—nozzle operates under more demanding tribological conditions and must be better designed to prevent leakage.
- Unit injector/unit pump—pressure pulsing conditions create more demanding fatigue strength requirements.
- Pump-line-nozzle—hydraulic dead volume must be minimized.
Being a quality-conscious firm, we are engaged in offering premium quality array of MARINE ENGINE EXHAUST BELLOWS that is ideal for engineering and mechanical applications. Offered bellows are manufactured using best grade stainless steel and other materials so as to provide for best functionality support in given working conditions. Further, for assuring best performance, these MARINE ENGINE EXHAUST BELLOWS thoroughly checked on various quality parameters. Widely demanded in various industries due to their features like longer service life, perfect finish, resistance against corrosion etc.
- Corrosion resistance
- Application specific design
- Sturdy constructionAccurate dimensions
Indicator Valves measure and monitor the cylinder pressure of diesel engine while the engine is running. This is to analyze the condition and effectiveness of the engine. Valve is mounted over each cylinder head of diesel engine. Through a bore the indicator valve is connected to combustion chamber (cylinder). A pressure gauge is connected to indicator port of the valve.
The indicator port is, if required, connected to a measuring instrument in order to read the cylinder’s condition and effect. Indicator valve is the major tool in working out horsepower rating. Also useful diagnostic tool to identify problem of injection valve and piston ring leakage. They work on Pmax and Pcom pressure against piston movement, and the resulting trace is marked onto a piece of treated paper for a record.
Most pushrods have a fixed length, although some very early engines employed an adjustable pushrod as a means to set valve lash. In modern times, an adjustable pushrod is only used as a tool to determine the required length for the correct rocker-arm geometry during engine design and building. Some engines were designed to use pushrods of different lengths in the same engine, as a result of the valve train design.
Pushrods also differ in their diameter, which is critical for load use. Some pushrods are tubular–hollow–in order to reduce the valve train reciprocating weight. Often, both ends are drilled to supply oil to the rocker arms. Tubular pushrods usually have hardened tip inserts that are either concave or convex; the upper and lower ends may each have a different spherical radius.
Generally, seamless steel tubing is used for hollow pushrods. High-performance engines may use a stronger chrome-moly material for added protection against failure.
As the name suggests, dampers are used to damp or reduce the frequency of oscillation of the vibrating components of the machine by absorbing a part of energy evolved during vibration. Axial Damper: The Axial damper is fitted on the crankshaft of the engine to dampen the shaft generated axial vibration i.e. oscillation of the shaft in forward and aft directions, parallel to the shaft horizontal line.
It consists of a damping flange integrated to the crankshaft and placed near the last main bearing girder, inside a cylindrical casing. The casing is filled with system oil on both side of flanges supplied via small orifice. This oil provides the damping effect.
When the crankshaft vibrates axially, the oil in the sides of damping flange circulates inside the casing through a throttling valve provided from one side of the flange to the other, which gives a damping effect.
The casing is provided with high temperature alarm and pressure monitoring alarms located on both sides of damping flanges. They give alarm if one side oil pressure drops more than the set value as a result of low LO supply, sealing ring failure etc.
Torsional Damper: It is a twisting phenomenon in the crankshaft which spreads from one end to other due to uneven torque pulses coming from different units ‘pistons. The most famous type of torsional damper used on marine engine of a ship is Viscous type dampers, which consist of an inertia ring added to the crankshaft enclosed in a thin layer of highly viscous fluid like silicon. The inertia ring is free to rotate and applies a lagging torque on the crankshaft due to its lagging torsional motion. When the crankshaft rotates, the inertia ring tends to move in radial direction but the counter effect is provided by the silicon fluid damping the vibration.
Exhaust valves open inwards into the cylinder, so that the gas pressure in the cylinder will ensure positive closing and help dislodge any build up of carbon on the valve seat.
Two stroke crosshead engines have a single exhaust valve mounted in the centre of the cylinder head. The opening and closing of the valve is controlled by a cam mounted on the camshaft. On older engines the cam follower lifts a push rod, which operates a rocker arm and opens the valve.
This has disadvantages: The push rod and rocker arm is heavy and the engine must overcome the inertia of these heavy parts. The motion of the rocker arm is an arc of a circle, which will tend to move the exhaust valve sideways, causing wear on the exhaust valve guide which locates the exhaust valve spindle. Exhaust gas can then leak up the spindle, causing overheating and accelerating wear. The springs which ensure the valve closes will weaken with use and are liable to break. The valve spindle is fitted with a winged valve rotator. The kinetic energy in the exhaust gas rotates the valve a small amount as it passes. This keeps the valve at an even temperature and helps reduce the build up of deposits on the valve seat.
The cage of the exhaust valve is of cast iron as is the guide. The renewable valve seat is a hardened molybdenum steel and the valve spindle can be a molybdenum chrome alloy with a layer of stellite welded onto the seating face, or alternatively a heat resistant nimonic alloy valve head, friction welded to an alloy steel shaft.
When the valves are overhauled, the valves and seats are not lapped together. Instead special grinding equipment is used to grind the seat and spindle to the correct angles.
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