Old Engine Wiki - Recent changes [en]

High-Speed High-Output Diesel Engines

Toro Andersen — Mon, 06 Apr 2026 18:20:00 GMT

@@ Line 15: / Line 15: @@
 Opinion at that time - which many still hold today - was that the high-speed engines despite their obvious advantages with respect to weight and reduced space requirements would have a shorter service life, have less favorable consumption figures, and be more prone to trouble. This opinion chiefly resulted from the fact that many firms tried to increase the output of their existent low-speed engines merely by increasing the engine speed and neglecting any improvements in design. Naturally, this led to setbacks which in turn gave rise to such widespread opinion. The Maybach Motorenbau, which even then had many years of experience in the field of high-speed Otto engines, adopted new methods by designing a diesel engine especially for high speed and by aiming simultaneously at a corresponding increase of operating reliability and service life, two requirements obviously necessary for airship engines.
-Since the first results with high-speed diesel engines
+Since the first results with high-speed diesel engines were very encouraging, the development of these engines was continued and their output increased. The output of the first 6-cyl engine was soon raised to 210 hp at 1400 rpm. followed in 1930 by a 12-cyl V-engine providing 410 hp at 1400 rpm which, at a later date, was brought to 600 and 650 hp by exhaust gas supercharging (Fig. 5). In 1931 two of these 410 hp GO 5 engines were installed in the "Fliegender Hamburger," the first high-speed railcar-train of the German State Railway (Fig, 6). Its schedule speed of 77.6 mph, no less than the regular daily top speed of 100 mph, on the route between Hamburg and Berlin was a sensation at the time among railroad experts.
-were very encouraging, the development of these engines was
+These Maybach engines of the GO-type - primarily designed as power units for railcars - set the fashion for diesel train operation of this power class in Europe until the year 1940. Hundreds of railcars and diesel trains were equipped with these engines in Germany, France, Belgium, Holland, Sweden, Norway, and Spain. Moreover, the engines met with favorable reception in naval construction, and were increasingly used for high-speed passenger boats, customs cruisers, yachts, coastguard crafts, and other craft.
-continued and their output increased. The output of the first
+The GO-type were designed so that the cylinder blocks of 6.30 in. bore and 7.88 in. stroke, made in one casting with the cylinder head, were assembled in an aluminum crankcase. The engines had direct injection, and four valves per cylinder controlled by overhead camshafts.
--cyl engine was soon raised to 210 hp at 1400 rpm.
+tons were made of aluminum. Convenient mounting of running parts posed a special problem at the time for these pow-
 White metal bearings could not be used, and

High-Speed High-Output Diesel Engines

Toro Andersen — Mon, 06 Apr 2026 17:50:48 GMT

Created page with "== High-Speed High-Output Diesel Engines - 35 Years of Development of Railroad and Marine Applications == By Markus von Kienlin and G. W. Maybach '''History''' TO THE EXPERT, the name of Maybach Motorenbau immediately recalls a special class of engines characterized by the following outstanding features: high speed, light weight, small size, high fatigue strength (due to special design and production measures,) and low operating cost. The unique development of the..."

New page

== High-Speed High-Output Diesel Engines - 35 Years of Development of Railroad and Marine Applications ==
By Markus von Kienlin and G. W. Maybach

'''History'''

TO THE EXPERT, the name of Maybach Motorenbau immediately recalls a special class of engines characterized by the following outstanding features: high speed, light weight, small size, high fatigue strength (due to special design and production measures,) and low operating cost.

The unique development of the Zeppelin airship after the historic accident at Echterdingen in 1908, was decisively governed by the fact that Wilhelm Maybach, Gottlieb Daimler's collaborator, made available to Count Zeppelin an engine designed by his son, Karl Maybach. This was a 6-cyl 150 hp 1200 rpm engine with a fuel consumption of 254 g/hph and a weight-to-power ratio of no more than 2,99 kg/hp, in contrast to the engine installed in the first Zeppelin airship which had a weight of 26 kg/hp and a consumption of 508 g/hph. For the production of the new engine, Count Zeppelin and Wilhelm Maybach founded, on March 23, 1909, the Luftfahrzeug-Motorenbau G.m.b.H. which was affilleated to Luftschiffbau Zeppelin. The Maybach Motorenbau, which was entrusted to Karl Maybach from the outset, produced the engines for further Zeppelin airships and for aeroplanes. Among those engines, as early as 1917, highly rated high-compression high-altitude engines were built. Fig. 1 shows such a high-altitude aircraft engine. Fig. 2 is a sectional view of the cylinder liner and wrist pin area.

After the enforced interruption of almost the entire production at the end of World War I, new and related lines of production suitable for the skilled staff had to be found. The choice included Otto and diesel engines for a number of purposes. Research continued on Zeppelin airship engines including the well-known 550 hp VL-type engine (Fig. 3) for the airship "Graf Zeppelin," which accomplished the famous world tours under the command of the late Dr. Eckener, who until his death in 1954 was chairman of the Maybach Motorenbau. The first powerful high-speed diesel engine was developed in the Maybach workshops between 1919 and 1923. Construction of this G 4 engine (Fig. 4) was a remarkable venture, bearing in mind that at that time experience with high-speed diesel engines was actually only with submarine engines having a maximum speed of not more than 500 rpm, whereas the new 150 hp Maybach diesel engine had an operating speed of 1300 rpm.

Solid fuel injection was then still at its beginning, so that the G 4 engine had air injection. Fig. 4 shows the relative sizes of the diesel engine and the engine-driven air compressor needed for air injection.

Opinion at that time - which many still hold today - was that the high-speed engines despite their obvious advantages with respect to weight and reduced space requirements would have a shorter service life, have less favorable consumption figures, and be more prone to trouble. This opinion chiefly resulted from the fact that many firms tried to increase the output of their existent low-speed engines merely by increasing the engine speed and neglecting any improvements in design. Naturally, this led to setbacks which in turn gave rise to such widespread opinion. The Maybach Motorenbau, which even then had many years of experience in the field of high-speed Otto engines, adopted new methods by designing a diesel engine especially for high speed and by aiming simultaneously at a corresponding increase of operating reliability and service life, two requirements obviously necessary for airship engines.

Since the first results with high-speed diesel engines

were very encouraging, the development of these engines was

continued and their output increased. The output of the first

6-cyl engine was soon raised to 210 hp at 1400 rpm.

followed in 1930 by a 12-cyl V-engine providing 410 hp at

1400 rpm which, at a later date, was brought to 600 and 650

hp by exhaust gas supercharging (Fig. 5). In 1931 two of

these 410 hp GO 5 engines were installed in the "Fliegender

Hamburger," the first high-speed railcar-train of the Ger-

man State Railway (Fig, 6). Its schedule speed of 77.6 mph,

no less than the regular daily top speed of 100 mph, on the

route between Hamburg and Berlin was a sensation at the

time among railroad experts.

These Maybach engines of the GO-type - primarily de-

signed as power units for railcars - set the fashion for diesel

train operation of this power class in Europe until the year

1940. Hundreds of railcars and diesel trains were equipped

with these engines in Germany, France, Belgium, Holland,

Sweden, Norway, and Spain. Moreover, the engines met

with favorable reception in naval construction, and were in-

creasingly used for high-speed passenger boats, customs

cruisers, yachts, coastguard crafts, and other craft.

The GO-type were designed so that the cylinder blocks

of 6.30 in. bore and 7.88 in. stroke, made in one casting

with the cylinder head, were assembled in an aluminum

crankcase. The engines had direct injection, and four valves

per cylinder controlled by overhead camshafts.

tons were made of aluminum. Convenient mounting of run-

ning parts posed a special problem at the time for these pow-

White metal bearings could not be used, and

lead-bronze bearings were still in too early stages of develop-

ment. Therefore, it was decided to provide both the crank-

shaft and big ends with roller bearings, the composition of

material and thermal treatment for which were the subject

of lengthy and painstaking development by the company.

In operation, these engines attained mileages between

general overhauls of as much as 100,000 miles (about 2500 operating hours) and more, which prior to World War I was

regarded as quite satisfactory.

After termination of World War Il the situation was en-

tirely different. Under the influence of the immense ad-

vance of the diesel locomotive in the United States and else-

where, railway companies became increasingly interested

in converting their heavy traction service to diesel operation.

If European manufacturers wanted to take part in this de-

velopment, they had to counter the American diesel lo-

comotive with its heavy and slow-running engine by a type

of vehicle which would be available for a more universal

application, offer more favorable weight conditions, and

which in respect of output and service life would at least

equal the heavy engines.

For Maybach Motorenbau, as the representative of the

European trend, the demand for long life of the engine and

components became

small-size engines had to be designed which would be cap-

able of offering mileages between overhauls at least equal

to those then attained in rail traction by the finest types of

slow-speed engines. Beyond that, these engines were sup-

posed not only to compete successfully in the field of diesel

traction, but also to conquer new fields of application.

Considering that for the aforementioned GO-type engines

the roller bearings in the big end of the connecting rods were

the limiting factor for the running performance, it was ob-

vious that further development should aim at plain bearings

for the big ends and a modernization of all running parts.

The best solution in this direction appeared to be the disc-

webbed crankshaft, which inherently has greatly improved

vibration characteristics, and which also provides ideal con-

ditions for the entire bearing problem.

This was confirmed by the experience gained by May-

bach Motorenbau during the last war with more than 50,000

Otto engines ranging from 300 to 700 hp at 3000 rpm, equip-

ped with disc-webbed crankshafts and installed in heavy-

duty military vehicles (tanks and heavy trucks).a s a m a t e r

of fact, the adaptation of the disc-webbed crankshaft to the

aforementioned pre-war GO-type, resulted in the change-over to the so-called GTO-"tunnel" type crankcase, repre-

senting a unique jump ahead in development.

Proof of this was the service results achieved by the Ger-

man Federal Railway with its 600 bhp Maybach GTO type

tunnel engines. It was revealed by spot checks that the bear-

ings of these engines operating at 1400 rpm were still like

new after distances of 300,000-400,000 miles. All other

wearing parts showed such slight wear that a general over-

haul was not anticipated before 600,000-700,000 miles, cor-

responding to about 12,000 to 15,000 operating hr. Early

in 1955, these 600 bhp engines had exceeded an aggregate

mileage of more than 6 million miles without any major en-

gine overhauls (1).*

Today there are more than 1000 of these 12-cyl GTO en-

gines rated up to 800 hp in service. Of these 840 are in-

stalled in shunting locomotives of the European standard type

V.60, running for 20,000-25,000 hr before a piston check

is scheduled.

Thus an optimum solution was found for the problems pre-

sented by the running gear of this engine type. For more

powerful engines, however, with continuous outputs of about

100 hp per cylinder and with similar or rather better service

behavior, one more step was necessary. That step was the

introduction of the tunnel construction with roller main bear-

The performance of this

was proved first by thorough trials with powerful diesel en-

gines of a speed range between 2400 and 2600 rpm. Even-

tually this led to the present Maybach MD tunnel engine,

a design which has aroused great interest in the technical

world. With this design, the problem of building a high-

speed diesel engine with a running performance equal to,

of better than that of a good slow-speed engine, can be re-

garded as solved.

Before giving a more detailed description of the MD de-

sign, it may be advantageous to discuss some general prob-

lems pertaining to high engine speed, and to report on the

research techniques which contributed essentially to the de-

velopment of the modern Maybach diesel engines.

'''General Questions Relating to High Engine Speed'''

It is, first of all, necessary to emphasize a fact often

insufficiently realized by users: engine speed alone does not

provide an adequate criterion for the genuine high-speed

character of an engine. Even the mean piston speed does

not provide such a criterion, since the mean effective pres-

sure must also be taken into account, as well as whether the

piston speed is used with high or low mean effective pressure

at equal engine speed.

Some performance characteristics, important as far as

engine loading is concerned, are now considered. Besides

the absolute engine power N and the specific power per cyl-

inder N/z, it is quite common to use the ratio of power per

unit of swept volume N/V, characterizing the degree of util-ization of the swept volume. The ratio of power per unit

of piston area, N/F, also has a bearing in this connection:

it signifies the total engine power related to the total area

of the piston crowns. The piston crown is one of the engine

parts subjected to the highest thermal load. To dissipate

the heat accumulated here by means of conduction, radia-

tion, or coolants is a matter of vital importance which may

well be a limiting factor in increasing the specific engine

power.

Strictly speaking, the ratios of power per unit of displaced

volume, and power per unit of piston area can only pro-

vide a valid scale of comparison if the cylinders compared

have the same size and shape. The influence of the stroke-

to-bore ratio on these parameters has been investigated by

Jaklitsch (2). Under certain limiting assumptions, he found

that this influence is of the order of Vs/d, (s = stroke d =

bore) a result derived statistically for diesel engines designed

for aircraft and road vehicles, and it may be assumed, that

this influence is equally applicable to larger types of diesel

engines.

The fact that the ratio of power per unit of swept vol-

ume is influenced by the stroke-to-bore ratio can be ex-

plained by the fact that as this ratio changes there is also

a change in the ratio of the heat-affected surface to the cor-

responding swept volume. With the longer stroke engine,

where the piston diameter is smaller, the distance of heat

flow from the center of the piston crown to the cylinder wal

is smaller. Therefore, the temperatures at the center of

the piston crown become higher if the piston diameter is

increased. The results of similar investigations on the in-

fluence of cylinder bore and stroke-to-bore ratio on the piston

temperature are plotted in Fig. 7. This graph shows that,

even if mean effective pressure, piston speed, and stroke-

to-bore ratio remain constant, an increase in the cylinder

bore causes higher temperatures at the center of the piston

crown. It will also be noted that the increase is steeper with

short-stroke engines than with long-stroke engines. In order

to obtain more realistic parameters for comparisons, the ratios of power per unit of swept volume and power per unit of piston area must be related to the stroke-to-bore ratio

Apart from having such parameters as the specific power-to-volume ratio, and the specific power-to-piston area ratio, which are more indicative of the thermal loading of the pistons, it is also of importance to obtain criteria characterizing the mechanical stresses occurring in the rotating crankshaft assembly. This applies in particular to the big-end bearings, the loading of which might be characterized by the mass forces of the rotating and oscillating parts of the engine as well as by the maximum gas pressure. Assuming that, with the application of corresponding design principles, the weights of the rotating and oscillating engine parts vary with the third power of the piston diameter, a parameter a can be formed relating the mass forces to the unit of piston area, for example:

Jaklitsch calls this a value "running index" (2), and as-

cribes to it a major importance. The term "mass-force fac-

tor," however, appears to be more suitable as it relates more

directly to the significance of the parameter. F o r i t i t 1s

accepted that, with a corresponding utilization of the cyl-

inder diameter, the projected area of the big-end bearings

increases with the square of the piston diameter, the mass-

force factor may well be accepted as a valid criterion for

the bearing load due to the mass forces.

If the two engines compared are geometrically similar,

that is, if the stroke-to-bore ratio remains the same, the

above assumption is strictly true, as the masses in motion

do vary with the third power of the piston diameter. In order

to gain an idea in regard to the variation of the masses act-

ing the big-end b e a r i n g W h e n t e s t o k e - t o - b o r e t a l l o

is modified, this ratio was altered in a V-engine and the

variation of the masses acting on the bearing was calculated.

It was found that when the stroke-to-bore ratio was increased

by as much as 60% the increase in weight was no more

than 2-3%. It follows that, within reasonable limits, the

mistake made by assuming that the variation of masses is

proportional to d3 is insignificant.

F r o m this may be concluded that the engine with the

most efficiently utilized crankshaft is the one which has the

highest mass-force factor a, and, at the same time, can

prove to be reliable in service and to have the service life

expected for its application (5).

The diagram in Fig. 8 is intended to show the signifi-

cance of the mass-force factor. For instance, if an engine has a speed of 1300 rpm and a cylinder bore of 7.28 in.,

with a stroke of 7.78 in. the mass-force factor becomes 672

ft/min?. If the same engine is accelerated to 1800 rpm, the

mass-force factor increases to 1289 ft/min?. With a slow-

speed engine of, say, 250 rpm, 17.72 in. bore and 25.58

in. stroke, the mass-force factor is no greater than 199 ft?/

min?. Since both slow-speed and high-speed engines under

consideration have actually been found to be very reliable

in practice, it follows that the crankshaft assembly of the

high-speed engine is much more efficiently utilized than

that of the slow-speed engine.

In order to explain the significance of the mass-force fac-

tor still more in detail the characteristic parameters have

been determined for some of the most important present-

time locomotive engines of about 1000 bhp and more. The

data are listed in Table 1. Four-cycle engines have been

selected only so as to make a simple comparison of the par-

ameters possible.

Two engines with equal characteristic parameters can

be assumed to show equal service performance of their pis-

ton and crankshaft assemblies. This, however, holds only

for engines of similar design. Therefore the parameters

should never be compared on their own, but only under sim-

ultaneous consideration of the designs of the engines involved.

It appears from Table 1 that the specific power-to-piston

area ratio of the locomotive engines - irrespective of their

power and speed - is within the limits 210 to 345 bhp/ft?,

excluding the engines represented by items 8 and 9, which will be discussed later. For the turbocharged stationary en-

gines, rated at continuous speeds from 250 to 600 rpm, the

respective p o w e r - t o - p i s t o n a r e a r a t i o s r a n g e a p p r o x i m a t e l y

between 93 and 186 bhp/ft?. From this comparison it be-

comes quite evident that the effort to ensure small bulk of

the locomotive engines to make them suitable for their ap-

plication, imposes high demands on engine design as well

as on material when operational reliability and life of the

wearing parts of both engine groups is to be the same. Even

more revealing are here the high mass-force factors for the

locomotive engines which range between 603 and 915 f t /

min', whereas the corresponding figures for stationary en-

gines lie only between 215 and 431 ft ⅔ /min?.

These simple considerations show that locomotive en-

gines which have proved satisfactory in practical operation

must be types of a highly meritorious design, for they have

withstood the imposition of quite severe demands.

In order to permit a comparison between different en-

gines on the basis of the criteria developed above, a com-

mon basis of "equal loading" has to be defined. "Equal

loading" of two engines specifically means that the mech-

anical and thermal loading of piston and crankshaft assem-

blies of the two engines is the same. This is characterized

by:

The conception of geometric similarity is understood to

cover not only the cylinders, (stroke and bore), but also all

those parts of the engine which are subjected to any stresses.

In all these comparisons, the mechanical efficiencies of the

engines are assumed to be constant.

From the well-known engine power equation:

Assuming that for two geometrically similar engines (s/d =

constant) the mean piston speed Cm the mean effective

pressure Po, the swept volume Ve and the ratio N/ are

constant, the correlation between power and number of cyl-

inders becomes:

Fig. 9 shows this functional relationship indicative of the

increase in output obtained with an engine of the same total

swept volume by increasing the number of cylinders.

For instance, if a plant hitherto driven by one slow-speed

12-cyl engine is driven, instead, by eight high-speed 12-

cyl engines which have altogether the same total swept vol-

ume as the one slow-speed engine, the output is doubled

although mechanical and thermal stresses in the piston and

crankshaft assembly are the same. If it were intended to

achieve this doubling of output by enlarging the swept vol-

ume of the single slow-speed engine, the swept volume of

that engine would have to be increased 2.8 times.

Finally, regarding the significance of the parameter of

specific power output per unit of piston area as a factor char-

acterizing engine loading, it may be used to divide engines

into different load or performance categories. For instance

certain ranges of this specific power-to-piston area factor

can be assigned to the category of engines of high specific

output, to the category of vehicle engines, the category of

marine engines, and so on. Under these assumptions can

be derived for N/F/Vs/d = constant and (s/d) = const.:

for a given load category and geometrically similar engines,

the specific power-to-swept volume ratio is inversely pro-

portional to the bore.

Fig. 10 shows the relationship between the specific pow-

er-to-swept volume factor and the bore for different values

of the specific power-to-piston area factor. For example,

with geometrically similar engines of equal thermal and mechanical stressing of their piston resp, crankshaft assemblies,

the doubling of the bore would halve the power per unit

swept volume. In the same figure data are plotted for four

high-speed engines belonging to four different performance

categories, and one slow-speed marine propulsion engine.

The data of these engines are listed in Table 2.

Table 2 shows that a normal high-speed engine (for ex-

ample, Engine No. 1) has the same power output per unit

of piston area as the slow-speed marine engine No. 5, where

the power of the latter must be regarded as being rather high

compared with other similar engines. With high-speed en-

gines, however, by means of suitable measures such as pis-

ton cooling the specific power output per unit of piston area

can be increased for marine engines to 304 bhp/ft?, as shown

for No. 3 engine. Yet this still does not exhaust the possi-

bilities of increasing the specific power output. As No. 4

engine shows, by an increase in speed, mean effective pres-

sure, and by other measures, the specific power-to-piston

area factor of the same engine can be raised to beyond 600 bhp/ft?, a value which cannot be approached even remotely

by slow-speed engines. This comparison clearly demonstrates

the possibilities for high-speed engines to increase their spe-

cific power output; it also demonstrates the wide power range

which can be obtained with one and the same engine.

The higher the specific power-to-piston area factor is of an engine which has proved to be reliable in actual service, the higher is the standard of technical development which the particular engine can be said to have reached. Hereby the measures are quite decisive by means of which higher specific power output per unit piston area has been attained, without exerting a detrimental influence on the reliability of the engine.

In the high-speed Maybach MD engines, a great step forward was made with the introduction of pressure-oil piston cooling . Fig. I l gives several temperatures measured at different power outputs in the piston crowns and piston ring lands of a pressure-oil cooled and a noncooled piston. The comparison clearly shows that although the power output per unit of piston area was considerably increased, the temperatures in the compression ring area, due to the effectiveness of the piston cooling, did not exceed those measured in the conventional standard design. These temperatures determine if seizing of the compression rings will occur. The only temperatures which increased slightly were those in the center of the piston crown. This is due to the considerably higher thermal loading and to a slightly smaller conductivity of the steel crown. Since, however, the crown of the cooled piston is of heat-resistant material and not of aluminum, this temperature rise has no detrimental effect on service life.

So far, in the comparative evaluation of different engines, the common base, namely the engine loading, was understood to refer exclusively to the piston and crankshaft assemblies. However, cylinder heads and liners are both subjected to high stresses. This is due to the explosion pressure and also to the heating of combustion chamber walls during the combustion process.

To simulate the maximum stresses in the cylinder head and liner due to ignition pressure Pz, the tangential stress

MediaWiki:Common.css

Toro Andersen — Wed, 01 Apr 2026 18:21:37 GMT

← Older revision		Revision as of 18:21, 1 April 2026
Line 1:		Line 1:
	/* CSS placed here will be applied to all skins */		/* CSS placed here will be applied to all skins */
	~~<!-- Google tag (gtag.js) -->~~
	~~<script async src="https://www.googletagmanager.com/gtag/js?id=G-9FVP0257LH"></script>~~
	~~<script>~~
	~~window.dataLayer = window.dataLayer \|\| [];~~
	~~function gtag(){dataLayer.push(arguments);}~~
	~~gtag('js', new Date());~~

	~~gtag('config', 'G-9FVP0257LH');~~
	~~</script>~~

MediaWiki:Common.css

Toro Andersen — Wed, 01 Apr 2026 18:20:12 GMT

Created page with "CSS placed here will be applied to all skins:  <script async src="https://www.googletagmanager.com/gtag/js?id=G-9FVP0257LH"></script> <script> window.dataLayer = window.dataLayer || []; function gtag(){dataLayer.push(arguments);} gtag('js', new Date()); gtag('config', 'G-9FVP0257LH'); </script>"

New page

/* CSS placed here will be applied to all skins */

<script async src="https://www.googletagmanager.com/gtag/js?id=G-9FVP0257LH"></script>
<script>
window.dataLayer = window.dataLayer || [];
function gtag(){dataLayer.push(arguments);}
gtag('js', new Date());

gtag('config', 'G-9FVP0257LH');
</script>

Engineering Abstracts 1950

Toro Andersen — Mon, 30 Mar 2026 14:59:58 GMT

← Older revision		Revision as of 14:59, 30 March 2026
(2 intermediate revisions by the same user not shown)
Line 2:		Line 2:

	= Engineering Abstracts from 1950 =		= Engineering Abstracts from 1950 =

			== Explosion of Empty Diesel-oil Fuel Tank ==
			The vapours of petrol, when mixed with the proper proportion of air, are highly explosive, a fact which is known to most men whose work requires them to handle this fuel. In some quarters, however, there seems to be an impression that the vapours of Diesel oil are not dangerous. This is a fallacy which , in one recent casualty , caused the death of a workman who was attempting to weld a leak in a Diesel-oil tank . As regards the explosiv equalities of Diesel-oil vapours, these are of approximately the same order as those of petrol.

			The reason that Diesel oil is safer to handle than petrol is that it is not as volatile. Consequently the liquid does not evaporate ai readily, and , therefore, at any given temperature, petrol will evolve a greater quantity of fumes than Diesel oil.

			When, however, due to heat or other circumstances, Diesel oil has evaporated, its vapours are as dangerous as those of petrol and have only to be mixed with the correct proportion of air to form a combination merely a waiting a source of ignition to explode. In the case referred to, an un inspected fishing vessel, powered with Dieselmotors, developed a leak in one of its fuel tanks.

			A welder was sent for to repair the leak. As preparation for his operations, the tank was emptied of all fuel, but no attempt was made to gas-free it. The welder, who was equiped with a petrol torch for welding the tank, seated him self on a stool at the end of the tank and prepared to weld the defective seam.

			Shortly after the work was begun an explosion occurred which knocked a nearby crew member down without injuring him to any extent and threw the welder against a column in the vessel, fracturing his skull.

			A fire ensured and due to the heat, gas, and smoke, the compartment containing the tanks could not be entered until the arrival of the town fire department approximately 10 or 15 minutes later, at which time firemen with gas masks extricated the welder from the tank room, placed him in an ambulance, and rushed him to the local hospital where he died approximately 10 hours later. The lesson from this casualty is obvious— no tank which has contained oil fuel, even Bunker C , should be worked on with a welding torch until it has been gas-freed .

			— Marine Engineering and Shipping Review, Vol. 55, September 1950, p. 80.

			== Diesel Engine Research ==
			This paper reviews Diesel engine research carried out at the Diesel Research Laboratory of Caterpillar Tractor Co. under the sponsorship of the author as Director of Research. For many years intensive effort has been made to understand the combustion process in this type of engine by a better knowledge of the fundamentals of ignition and the mechanism of the combustion process, and this study has been developed in the laboratory on a competitive basis. Originally six combustion systems were put to trial and a modified precombustion-chamber engine won the palm of victory on the basis o f its ability to maintain uniformity over extended periods of operation.

			Briefly, the character of the comparative combustion studies followed two general classifications: (1) visual comb ustion studies; (2) study of combustion-chamber deposits. In order to make extended studies of the combustion phenomena by visual means, a quartz window was designed to achieve maximum cleanliness without the distraction of soot condensation on the cold windows.

			The author describes the precombustion-chamber process, and deals with the composition of combustion gases, flame duration , temperature distribution, the mechanism of ignition, and comb ustion-chamber deposits. He also discusses the development of fuel-injection equipment, pretiming, precalibrating , and the evolution of the fuel pump; he describes the characteristics of several types of check valve and fuel valve, and the fuel-pump control of engine torque characteristics. Spray characteristics and the flow through the fuel-valve orifice are also examined.

			Comments are made upon materials for cylinder liners and piston rings, and the effect of fuel in clusionson cylinder wear; lubrication is also considered. It is believed that excellent performance has been achieved in the precombustion-chamber engine with aminimum of complication in the fuel-injection equipment, and that the development of this principle of combustion has not yet reached its limit of progress.

			— James Clayton Lecture by C. G. A. Rosen, read at a meeting of The Institution of Mechanical Engineers, 14th November 1950.

Engineering Abstracts 1949

Toro Andersen — Sat, 28 Mar 2026 20:38:42 GMT

← Older revision		Revision as of 20:38, 28 March 2026
(One intermediate revision by the same user not shown)
Line 55:		Line 55:

	—The Motor Ship, Vol. 30, August 1949, p. 201.		—The Motor Ship, Vol. 30, August 1949, p. 201.

			== A New 4,500 B.H.P. Engine ==
			Successful tests have been carried out by Messrs. John G. Kincaid of the first two-stroke, single-acting, crosshead design of the eccentric-type, opposed-piston, propelling engine which is being installed in the motor vessel ''Braeside.''

			An illustrated description is given of the engine which has six cylinders 24.4 in. in diameter, the main piston stroke being 55.1 in and that of the exhaust pistons 18.5 in. Maximum continuous rating is 4,500 b.h.p. at 115 r.p.m., the mean indicated pressure being 92.4 lb/sq. in. The engine has ample width of bedplate when compared with the overall height. On account of the head-room available, the pistons and rods can be completely withdrawn vertically. The crankshaft is of the fully-built type, the webs being of cast steel.

			Integrally cast with each crankweb is an eccentric for operating the exhaust-piston gear. Each pair of eccentrics is coupled by eccentric straps and rods and four steel side rods to the cast-steel yoke of the exhaust piston. The exhaust pistons are therefore driven by, and, in turn, transmit power through the eccentrics on the crankshaft.

			The cylinders are of vanadium cast iron, cast in one piece, and are water-jacketed above the flanges by which they are bolted to the scavenge belt. The scavenge air has a clear blow-through, ensuring a fresh charge of air for each compression stroke. The scavenge air is supplied by two positive rotary blowers each driven by Renold triplex chains from the crankshaft. The fuel pumps are independent units operated by a camshaft driven by chain from the crankshaft. The main and exhaust pistons are oil-cooled and the engine is force-lubricated throughout.

			The overhauling arrangements are very complete, and the gear supplied enables maintenance work in port to be cut down to a minimum. The engine runs smoothly and quietly.

			== Opposed Piston Diesel Engine ==
			The first '''Fairbanks Morse''' opposed piston Diesel engines were built in 1934. The first engines built attracted the attention of the U.S. Navy, and approximately three million horsepower was installed in various types of Naval vessels. As currently constructed, the engine is built in 8£ inch bore and 10 inch stroke on each piston. The engine has been built in 5, 6, 7, 8, 9 and 10 cylinder assemblies, and the makers are now beginning on a 12 cylinder engine. The most common engine is the ten cylinder size, which the U.S. Navy rated up to 2,000 h.p. at 850 r.p.m. In commercial service engines of six cylinders are rated 960 h.p., eight cylinders 1,250 h.p., ten cylinders 1,600 h.p.

			--

Engineering Abstracts 1946

Toro Andersen — Sat, 28 Mar 2026 20:28:33 GMT

← Older revision		Revision as of 20:28, 28 March 2026
Line 2:		Line 2:

	= Engineering Abstracts from 1946 =		= Engineering Abstracts from 1946 =

			== German Wartime Technical Developments. ==
			SCHADE, H. A., Commodore, U.S.N. Society of Naval Architects and Marine Engineers (New York), paper read at Annual Meeting, 14th November, 1946.

			A general description is given of certain selected items in Germany which have been reported by the U.S. Naval Technical Mission in Europe. The author's remarks fall under the following headings :-

			Submarines. The Type VllC submarine, of conventional design, was built in large numbers during the war. Of the revolutionary Type XXI, 119 were completed, but none went out on war service. This type was designed as a highly-manoeuvrable high-speed vessel, which could remain submerged for long periods and operate at greater depths than most submarines. The sukmerged speed was 18 knots, and the surface speed 16 knots with super-chargers and somewhat less without them ; back pressure in the Schnorchel (breathing-tube) prevented the engines from attaining their rated capacity, so the superchargers were removed as the Schnorchel was indispensable. Trouble with the hydraulic system, which was far more extensive than is usual in submarines, was a major defect of Type XXI. These vessels, about 250 ft. long and with all-welded hulls, were prefabricated in nine sections which were welded together.

			Surface Vessels. The all-welded triple-screw battleships Bismarck and Tirpitz were 821 ft. long, had load displacements of 52,700 tons, and were propelled at 30 knots by three sets of geared-turbine machinery totalling 150,000 s.h.p. A design known as battleship "H" was developed, and construction was started, but plans were changed frequently. Originally 910 ft. long, 56,400 tons displacement, and 30 knots on three shafts, each having four Diesels of 12,500 s.h.p. per engine, the ultimate design was 1,132 ft. long, 141,500 tons displacement, and 30 knots on four shafts, two with four Diesels each totalling 60,000 s.h.p. per shaft, and two shafts each with geared turbines of 80,000 s.h.p. per shaft. The Prinz Eugen, 692 ft. long with a load displacement of 19,500 tons and a speed of 32.5 knots, was fitted with anti-rolling tanks, and was propelled by three geared-turbine sets. The S-38, a Diesel-propelled wooden-hulled 45-knot torpedo boat, had special side rudders for decreasing the required power at high speeds.

			Turbines and Gears. In general, the German turbine propulsion equipment was inferior to similar American machinery. The policy of using single reduction gearing with three or four pinions meshing with the main gear resulted in low turbine speeds and high specific weights. Turbine design and manufacture were mediocre, and there was poor utilisation of energy in the heat cycle ; the steam conditions should have produced high propulsion efficiencies. Some specific plants are discussed.

			Diesel Engines. The six-cylinder and twenty-four cylinder M.A.N. were well-developed and reliable. The Daimler-Benz Model MB 511 is an outstanding four-cycle supercharged lightweight Diesel for naval craft ; on a continuous rating of 1,980 b.h.p. at 1,480 r.p.m., the bare engine weight is 4.4 lb/lb.h.p.

			The Hamburg Model Basin. A large variable-pressure cavitation water tunnel and a smaller tunnel were constructed, but were completed too late to be used. A new towing carriage, an extended towing basin, and a new manoeuvring basin were under construction.

			An appendix lists the relevant Naval Technical Mission Reports.

Engineering Abstracts 1948

Toro Andersen — Sat, 28 Mar 2026 20:20:01 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1948 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1948 =

Engineering Abstracts 1947

Toro Andersen — Sat, 28 Mar 2026 20:19:50 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1947 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1947 =

Engineering Abstracts 1946

Toro Andersen — Sat, 28 Mar 2026 20:19:40 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1946 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1946 =

Engineering Abstracts 1945

Toro Andersen — Sat, 28 Mar 2026 20:19:30 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1945 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1945 =

Engineering Abstracts

Toro Andersen — Sat, 28 Mar 2026 20:19:07 GMT

← Older revision		Revision as of 20:19, 28 March 2026
Line 1:		Line 1:
			[[Engineering Abstracts 1945]]

			[[Engineering Abstracts 1946]]

			[[Engineering Abstracts 1947]]

			[[Engineering Abstracts 1948]]

	[[Engineering Abstracts 1949]]		[[Engineering Abstracts 1949]]

Engineering Abstracts 1954

Toro Andersen — Sat, 28 Mar 2026 20:06:33 GMT

Show changes

File:1954 DES Fig 3.png

Toro Andersen — Sat, 28 Mar 2026 20:05:50 GMT

Toro Andersen uploaded File:1954 DES Fig 3.png

New page

1954 DES Fig 3

File:1954 Diesel engine syncro fig 1.png

Toro Andersen — Sat, 28 Mar 2026 20:04:48 GMT

Toro Andersen uploaded File:1954 Diesel engine syncro fig 1.png

New page

Diesel Engine

File:1954 Syncro 1.png

Toro Andersen — Sat, 28 Mar 2026 20:03:39 GMT

Toro Andersen uploaded File:1954 Syncro 1.png

New page

Syncro

Main Page

Toro Andersen — Sat, 28 Mar 2026 19:57:14 GMT

← Older revision		Revision as of 19:57, 28 March 2026
Line 1:		Line 1:
	__NOTOC__		__NOTOC__
	[[File:Fig_1_Otto_4_stroke_1876.png\|right\|thumb\|Ottos engine]]		[[File:Fig_1_Otto_4_stroke_1876.png\|right\|thumb\|Ottos engine]]Welcome to the '''Old Engines Wiki''' - The wiki for old engines, and history in motion, for every kind of engine.

	~~== Still in BETA after all this years. ==~~
	Welcome to the '''Old Engines Wiki''' - The wiki for old engines, and history in motion, for every kind of engine.

	Old engines and the history of internal combustion engines are fascinating topics. We try to do our part in preserving the history of these magnificient machines and their use.		Old engines and the history of internal combustion engines are fascinating topics. We try to do our part in preserving the history of these magnificient machines and their use.

Engineering Abstracts 1954

Toro Andersen — Sat, 28 Mar 2026 17:55:10 GMT

← Older revision		Revision as of 17:55, 28 March 2026
Line 96:		Line 96:

	— ''The Motor Ship, February 1954; Vol. 34, pp. 486-487''		— ''The Motor Ship, February 1954; Vol. 34, pp. 486-487''

			== Diesel Engine Synchronization ==
			The purpose of synchronizing is to obtain a fixed relative

			position of two rotating shafts. In a marine Diesel propelled

			installation this can be of value by removing, or at least

			reducing, disturbing vibrations which may occur in consequence

			of unbalanced inertia moments of the crankshafts, or

			resulting from a disadvantageous relative position of the rotating

			propeller blades. The De Schelde synchronizer, which

			has been installed in several ships with various kinds of propulsion,

			permits the angle of synchronization of the shafts to

			be set at any desired position from 0 deg. to 360 deg., even

			during running, by simply turning a small handwheel on the

			“adjusting differential”. It will also keep this angle constant

			by means of sensitive automatic control of the fuel pumps on

			both engines (or groups of engines), without changing the

			position of the fuel-control levers. The different applications

			of the De Schelde synchronizer shown in Fig. 1 are: (i)

			Synchronizing of propellers only, as installed in the motor liner

			''Willem Ruys;'' (ii) synchronizing of crankshafts only, as installed

			in the single-screw motorships ''Carbet, Carimare'' and ''Caraibe''

			of the French Line. A similar installation was provided for a motorship built by Kaldnes Mek. Verksted, Tonsberg, for

			Wilh. Wilhelmsen; and (iii) synchronizing of propellers and

			crankshafts. This arrangement is used in the three motorships

			which were built for the Argentine Government, and in the

			new Swedish motor liner ''Kutigsholm.'' The engines in the

			''Kungsholm'' consist of two Burmeister and Wain eight-cylinder

			two-stroke single-acting direct-coupled crosshead units, type

			74 V TF 160, each developing 7,000 b.h.p. at 115 r.p.m. The

			synchronizer installed in this vessel comprises two main parts,

			as illustrated in Fig. 2. The first is the hydraulic differential

			(A) and its driving parts; and the second, the hydraulic coupling

			rod (B), mounted in the fuel pump control system and

			operated by the hydraulic differential. The hydraulic differential

			is an arrangement of two slides rotating one within the

			other. The outer slide is driven by the port engine and the inner by the starboard engine, each with a transmission ratio

			of 1:1. Both slides rotate in the same direction. If the starboard

			engine runs with the same r.p.m. as the port engine

			there will thus be no relative rotation between the two slides,

			and any relative rotation velocity of the slides is equal to the

			difference in r.p.m. between the two engines. Ports are milled

			in both inner and outer slides and, in addition two chambers

			are drilled in the centre of the inner slide. This divides the

			hydraulic differential into two parts (Fig. 3). Chamber “A” with ports I, II and III forms the oil supply side; and chamber

			“B” with ports IV and V forms the oil drain side.

			There is always an open connexion through port I between chamber “A” and the oil supply line, taken from the gear pump. Similarly, chamber “B” is always connected with the oil drain pipe through the synchronizing gearbox. Ports II and V provide the oil supply and oil outlet to and from the hydraulic coupling rod on the starboard engine; ports III and IV provide these for the port engine. The hydraulic coupling rod is connected in the fuel pump control system in place of an ordinary solid rod, and consists of a cylinder, a spring-loaded piston and piston rod. The action of the oil under pressure from the hydraulic differential underneath the piston is counteracted by the spring. When the synchronizer is not working, there will be no oil pressure in the hydraulic coupling rod. The spring holds the piston against the bottom of the cylinder and the coupling rod will then act as a solid connexion. If, however, oil pressure is directed from the hydraulic differential to the coupling rod, the cylinder will be moved downwards, the position of the piston being fixed by the fuel-oil hand-control lever, reducing the capacity of the fuel pumps and slowing down the engine. The stroke of the piston in the cylinders can be adjusted from 0 to 8 mm.

			—T''he Shipping World, 20th January 1954; Vol. 130, pp. 116-118.''

Engineering Abstracts 1955

Toro Andersen — Sat, 28 Mar 2026 17:50:08 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1955 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1955 =

Engineering Abstracts 1953

Toro Andersen — Sat, 28 Mar 2026 17:49:56 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1953 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1953 =

Engineering Abstracts 1952

Toro Andersen — Sat, 28 Mar 2026 17:49:44 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1952 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1952 =

Engineering Abstracts 1951

Toro Andersen — Sat, 28 Mar 2026 17:49:34 GMT

Created page with "Back to the index of Engineering Abstracts = Engineering Abstracts from 1951 ="

New page

[[Engineering Abstracts|Back to the index of Engineering Abstracts]]

= Engineering Abstracts from 1951 =

Engineering Abstracts 1954

Toro Andersen — Sat, 28 Mar 2026 17:49:10 GMT

Show changes

File:1954 MAN drawing.png

Toro Andersen — Sat, 28 Mar 2026 17:47:53 GMT

Toro Andersen uploaded File:1954 MAN drawing.png

New page

Drawing of a MAN 1954 model

Engineering Abstracts 1959

Toro Andersen — Sat, 28 Mar 2026 16:09:14 GMT

River Tankers with Voith Schneider Propulsion

← Older revision		Revision as of 16:09, 28 March 2026
(One intermediate revision by the same user not shown)
Line 366:		Line 366:

	—''The Motor Ship, October 1958; Vol. 39, p. 303.''		—''The Motor Ship, October 1958; Vol. 39, p. 303.''

			== ''Development of German Marine Engine'' ==
			In reviewing the development of the Deutz V.M. marine engine, the author points out that important advances have been made in simplifying the engine controls and governing gear. Commencing with Series 5, the mechanical control of the starting valves was superseded by a pneumatic starting and reversing system. It is not unusual, in the case of a trawler, for example, for more than 1,000 reversing operations to be carried out in the course of a single trip, yet there has not been the slightest confirmation of the fears expressed in some quarters that cylinder heads or pistons might be adversely affected. In Series 5 engines the induction and exhaust passages have also been considerably enlarged compared with earlier versions, and to make this possible they are no longer located on one side of the cylinder head only, but on both sides. This layout has proved particularly suitable in conjunction with the Buchi exhaust-driven turbo-charger which has been fitted to a steadily increasing number of engines ever since 1927. The redesigning of the air and gas passages in the cylinder head has also proved beneficial in view of the fact that after only a few modifications the V.M. engine will run on a wide range of gases, such as producer gas (frequently used by vessels on inland waterways), and, in the stationary role, town gas, sewage gas and natural gas. A recent design feature of the Deutz V.M. engines is the flywheel brake which is applied whenever the engine is stopped—either from the engine control position or from some other point at any required distance. The flywheel brake is air-operated and cuts the duration of a reversing operation to a fraction of the time previously needed, e.g., from 40 sec. to 10 sec. The present Deutz production programme incorporates V.M. engines in the power range from 250 to 1,800 h.p. with 6 and 8 cylinders without and with exhaust turbo-charging. The speed range of the smaller units is 350 to 500 r.p.m.; the big units have 250 r.p.m.

			—''K. Schmidt, European Shipbuilding, Vol, 3, No. 2, 1954; pp. 38-41.''

			== Cold Starting of Small Engine ==
			The British North Greenland Expedition is using in its headquarters establishment at Queen Louise Land, a Petter single-cylinder water-cooled oil engine and generator. That set has a strenuous life, particularly during the two mid-winter months when darkness persists all the way round the clock. During the winter the set is running for some twenty hours per day, but in summer for perhaps four hours daily. A 50-gallon water tank holds the coolant, and a paraffin stove has to be used to keep the water from freezing during non-running times. The normal routine is to drain the engine system after stopping and to thaw out the pipes with a blow-lamp in the morning. With an outside temperature of minus 40 deg. F., the temperature in the engine room has proved to be minus 5 deg. F. at waist height and minus 12 deg. F. at floor level during periods of engine shut down. After running, the temperature in the room rises to between 40 deg. F. and 45 deg. F. No trouble has been experienced, during a year’s service, with starting by hand; neither the flame starting aid provided nor the battery starters have had to be used.

			—''The Oil Engine and Gas Turbine, July 1954; Vol. 22, p. 81.''

			== ''River Tankers with Voith Schneider Propulsion'' ==
			'''Shell-Mex''' and '''B.P.''', Ltd., is in process of augmenting its fleet of estuarial and river craft for service in the Bristol Channel and Severn, and in the Medway, Thames, Humber and Trent. Ten vessels for this type of service have been or will be ordered from British shipyards for completion in 1955-56. When commissioned they will be employed in distributing petroleum products from the six United Kingdom refineries of Shell and Anglo-Iranian, and be dovetailed into the main distribution system of Shell-Mex and B.P., Ltd. The vessels will be Diesel-engined and built to '''Lloyd’s Register''' requirements. They will be fitted with modem radar equipment where desirable, and vessels so fitted will have telescopic masts of special design. The cargo pumps and pipelines installed will ensure the effective segregation of the petroleum products to be carried.

			Nine of the new vessels will have the '''Voith Schneider''' propeller as the means of propulsion. With vertical blades and aerofoil section rotating round a vertical axis, the '''Voith Schneider''' propeller will make it possible for the vessels to dispense with rudder, sternframe and ordinary steering mechanisms. The ships will have greater manoeuvrability than with the ordinary screw propeller, a factor of great importance in the trade in which they will be employed. Crew accommodation and facilities will be to the customary high standard of the company’s fleet. A new Shell-Mex and B.P. 530-tons coaster, now building at Clelands (Successors), Ltd., Wallsend-on-Tyne, will soon be launched. This vessel will be 160ft. long, with 29ft. beam, and a draught of lift. 3in. This new coaster, with the other ten vessels under construction, will bring the Shell-Mex and B.P. fleet of coastal, estuarial, bunkering and river craft to a total of forty-seven.

			— ''The Shipping World, 18th August 1954; Vol. 131, p. 190.''

			== Cas Turbine for Liberty Ship ==
			In the United States eleven companies have submitted to the Maritime Administration seventeen proposals for the development and furnishing of a complete gas-turbine propulsion-power plant for experimental installation in a Liberty ship of the National Defence Reserve Fleet. The proposals are in response to invitations issued by the Maritime Administration as a first step toward development of a “power package” of advanced design. This will be employed and tested first in one of the Liberty ships of the reserve fleet and after evaluation will be made available for further conversions and modernization of existing vessels and for new ship construction.

			More than forty firms evidenced interest in this engine-improvement project. Included in the responses are two proposing use of devices of French manufacture and another proposing use of components of Swiss origin. All of the proposals are under intensive study by a specialized group and a thorough evaluation of all data submitted will be made. The plan to be utilized for the first Liberty ship conversion will be announced later.

			''—Marine Engineering, July 1954; Vol. 59, p. 102.''

MediaWiki:Sidebar

Toro Andersen — Sat, 28 Mar 2026 13:01:50 GMT

Created page with " * navigation ** mainpage|mainpage-description ** recentchanges-url|recentchanges ** randompage-url|randompage ** helppage|help-mediawiki * SEARCH * TOOLBOX * LANGUAGES"

New page

* navigation
** mainpage|mainpage-description
** recentchanges-url|recentchanges
** randompage-url|randompage
** helppage|help-mediawiki

* SEARCH
* TOOLBOX
* LANGUAGES

Engineering Abstracts 1959

Toro Andersen — Sat, 28 Mar 2026 12:58:20 GMT

Torque Transfer Coupling

Show changes

File:1959 The Metalastik torque transfer coupling.png

Toro Andersen — Sat, 28 Mar 2026 12:28:54 GMT

Toro Andersen uploaded File:1959 The Metalastik torque transfer coupling.png

New page

The Metalastik torque transfer coupling

Engineering Abstracts 1959

Toro Andersen — Sat, 28 Mar 2026 12:27:19 GMT

Propulsion System for Boats

@@ Line 169: / Line 169: @@
 == Propulsion System for Boats ==
 [[File:1959 Propulsion System for Boats.png|alt=(1959) British Patent No. 815,182|left|thumb|374x374px|(1959) ''British Patent No. 815,182'']]
-This invention relates to an engine mounted inboard of the
+This invention relates to an engine mounted inboard of the boat which drives a screw propeller so mounted on a support that the axis of the propeller is movable relative to the fore and aft axis of the boat for steering, the support itself being pivotable about a horizontal axis to lift the screw propeller clear of the water. In Fig. 1 the engine shaft extends in a fore and aft direction into the lower part of the chain case (36) to carry a chain sprocket (44). The shaft (29) which extends through the arm (15) of the L-shaped member carries another chain sprocket (45); this sprocket, when the L-shaped member lies within the chain case in the same plane as the sprocket (44) being adjacent with the upper end of the chain case. A sprocket chain (46) runs over the two sprockets. Two arms (47), pivotally mounted in the chain case and extending downwardly from their pivotal mountings, carry at their free ends sprockets (48) which engage the chain (46) inside its loop between the sprockets (44 and 45), the arms (47) being acted on by springs (49). The latter tend to urge the arms upwardly and outwardly. The upward and outward movement of the arms (47) is limited by stops (50) so as to ensure that they move through equal distances. It will be apparent that the propeller (26) can be lifted out of the water by rocking the L-shaped member (15, 16) rearwardly and upwardly about the trunnions (17) and such rocking movement will cause the sprocket (45) to swing downwardly and rearwardly. The upper part of the chain loop will tend to move downwardly with the sprocket (45) introducing slack in the chain (46) which will be taken up by upward movement of the idler sprockets (48). Ultimately, when the upper part of the chain (46) extends in a substantially straight line between the sprockets (48), as indidated in dotted lines in Fig. 2, the sprocket (45) will move away from the chain and the driving connexion between the engine and the propeller will be broken.
-boat which drives a screw propeller so mounted on a support
+—''British Patent No. 815,182, issued to E. J. Clerk. Complete specification published 17th June 1959.''
-arms (47) is limited by stops (50) so as to ensure that they
+== Development of Borsig-Fiat Engine ==
-move through equal distances. It will be apparent that the
+This output corresponds to 75 per cent of the full load power according to the propeller curve, whilst the m.e.p. value is similar to that with the unsupercharged engine. The exhaust temperature before the turbines did not exceed the normal value of 320 deg. C. and the change over from non-turbocharged operation to turbocharging could be made in a very short time.
-propeller (26) can be lifted out of the water by rocking the
+—''The Motor Ship, May 1959; Vol. 40, pp. 86-87.''
-L-shaped member (15, 16) rearwardly and upwardly about
+== 24,000-b.H.p. Diesel Plant for Supertanker ==
-the trunnions (17) and such rocking movement will cause the
+The total service output is 24,000 b.h.p. Current for the auxiliaries and for other ship requirements at sea is taken from the Diesel alternators so that no other Diesel generating plant is needed when under way. The four vertical cargo pumps are electrically driven, the electric motors being installed in the engine room. There are two Diesel generating sets for harbour and emergency duties and one gas turbine driven generator. The plant is installed in an engine room of the same size as that required for steam turbine and boiler plant. The fuel consumption is not as favourable as with the slower running, direct coupled units, the additional expenditure being about 10 gr./b.h.p.-hr., but it is considered that the saving compared with steam turbine plant is so great that this factor is not of importance.
-sprocket (45) to swing downwardly and rearwardly. The upper
+—''The Motor Ship, April 1959; Vol. 40, p. 51.''

File:1959 MAN 24000 BHP Diesel plant.png

Toro Andersen — Sat, 28 Mar 2026 12:25:38 GMT

Toro Andersen uploaded File:1959 MAN 24000 BHP Diesel plant.png

New page

Plans of 24,000-b.h.p. machinery installation for the proposed tanker.

File:1959 Borsig Fiat Fig 3.png

Toro Andersen — Sat, 28 Mar 2026 12:21:08 GMT

Toro Andersen uploaded File:1959 Borsig Fiat Fig 3.png

New page

Borsig-Fiat 1959 Fig . 3—Characteristics of the Borsig-Fiat engine when rated at 5,580 b.h.p. with a b.m.e.p. of 6-86 kg. per sq. cm.

File:1959 Borsig Fiat Fig 2.png

Toro Andersen — Sat, 28 Mar 2026 12:16:21 GMT

Toro Andersen uploaded File:1959 Borsig Fiat Fig 2.png

New page

1959 Borsig Fiat Fig 2

Engineering Abstracts 1959

Toro Andersen — Sat, 28 Mar 2026 11:40:19 GMT

Pressure-charged Engines

← Older revision		Revision as of 11:40, 28 March 2026
Line 166:		Line 166:
	\|}		\|}
	''—The Shipbuilder and Marine Engine-Builder, February 1959; Vol. 66, p. 113.''		''—The Shipbuilder and Marine Engine-Builder, February 1959; Vol. 66, p. 113.''

			== Propulsion System for Boats ==
			[[File:1959 Propulsion System for Boats.png\|alt=(1959) British Patent No. 815,182\|left\|thumb\|374x374px\|(1959) ''British Patent No. 815,182'']]
			This invention relates to an engine mounted inboard of the

			boat which drives a screw propeller so mounted on a support

			that the axis of the propeller is movable relative to the fore

			and aft axis of the boat for steering, the support itself being

			pivotable about a horizontal axis to lift the screw propeller

			clear of the water. In Fig. 1 the engine shaft extends in a

			fore and aft direction into the lower part of the chain case (36)

			to carry a chain sprocket (44). The shaft (29) which extends

			through the arm (15) of the L-shaped member carries another chain sprocket (45); this sprocket, when the L-shaped member

			lies within the chain case in the same plane as the sprocket

			(44) being adjacent with the upper end of the chain case. A

			sprocket chain (46) runs over the two sprockets. Two arms

			(47), pivotally mounted in the chain case and extending downwardly

			from their pivotal mountings, carry at their free ends

			sprockets (48) which engage the chain (46) inside its loop

			between the sprockets (44 and 45), the arms (47) being acted

			on by springs (49). The latter tend to urge the arms upwardly

			and outwardly. The upward and outward movement of the

			arms (47) is limited by stops (50) so as to ensure that they

			move through equal distances. It will be apparent that the

			propeller (26) can be lifted out of the water by rocking the

			L-shaped member (15, 16) rearwardly and upwardly about

			the trunnions (17) and such rocking movement will cause the

			sprocket (45) to swing downwardly and rearwardly. The upper

			part of the chain loop will tend to move downwardly with the

			sprocket (45) introducing slack in the chain (46) which will

			be taken up by upward movement of the idler sprockets (48).

			Ultimately, when the upper part of the chain (46) extends in

			a substantially straight line between the sprockets (48), as indidated

			in dotted lines in Fig. 2, the sprocket (45) will move away

			from the chain and the driving connexion between the engine

			and the propeller will be broken.

			—''British Patent No. 815,182, issued to E. J. Clerk. Complete specification published 17th June 1959.''

File:1959 Propulsion System for Boats.png

Toro Andersen — Sat, 28 Mar 2026 11:39:17 GMT

Toro Andersen uploaded File:1959 Propulsion System for Boats.png

New page

Drive system for boats

Engineering Abstracts 1959

Toro Andersen — Sat, 28 Mar 2026 11:36:42 GMT

Dutch V-Type Two-stroke Diesel Engine

Show changes

File:1959 Bolnes Two stroke V diesel.png

Toro Andersen — Sat, 28 Mar 2026 11:24:59 GMT

Toro Andersen uploaded File:1959 Bolnes Two stroke V diesel.png

New page

Bolnes V engine - diesel

File:1959 Oil Motor Pump Drive.png

Toro Andersen — Sat, 28 Mar 2026 11:21:09 GMT

Toro Andersen uploaded File:1959 Oil Motor Pump Drive.png

New page

Illustration 1959 Oil Motor Pump Drive

Engineering Abstracts 1959

Toro Andersen — Sat, 28 Mar 2026 08:23:03 GMT

Show changes

Engineering Abstracts

Toro Andersen — Fri, 27 Mar 2026 20:19:54 GMT

← Older revision		Revision as of 20:19, 27 March 2026
(One intermediate revision by the same user not shown)
Line 3:		Line 3:
	[[Engineering Abstracts 1950]]		[[Engineering Abstracts 1950]]

	Engineering Abstracts 1951		[[Engineering Abstracts 1951]]

	Engineering Abstracts 1952		[[Engineering Abstracts 1952]]

	Engineering Abstracts 1953		[[Engineering Abstracts 1953]]

	[[Engineering Abstracts 1954]]		[[Engineering Abstracts 1954]]

	Engineering Abstracts 1955		[[Engineering Abstracts 1955]]

	Engineering Abstracts 1956		[[Engineering Abstracts 1956]]

	Engineering Abstracts 1957		[[Engineering Abstracts 1957]]

	Engineering Abstracts 1958		[[Engineering Abstracts 1958]]

	[[Engineering Abstracts 1959]]		[[Engineering Abstracts 1959]]
Line 23:		Line 23:
	[[Engineering Abstracts 1960]]		[[Engineering Abstracts 1960]]

	Engineering Abstracts 1961		[[Engineering Abstracts 1961]]

	Engineering Abstracts 1962		[[Engineering Abstracts 1962]]

	Engineering Abstracts 1963		Engineering Abstracts 1963

Engineering Abstracts 1959

Toro Andersen — Fri, 27 Mar 2026 20:18:24 GMT

Show changes