Diesel engines for land and marine work . ngitudinally,as is common, but only a sleeve carrying the two cams foreach cylinder, this movement being effected by means of alever from the starting platform. Following a practicewhich is now becoming more and more usual for marineengines one fuel pump is provided for each cylinder, butinstead of bunching all the pumps together, as is frequentlydone, each one is arranged in front of its cylinder and isdriven off the cam shaft by means of an eccentric, thepump itself being only slightly below the level of the the control of the speed of the
Diesel engines for land and marine work . ngitudinally,as is common, but only a sleeve carrying the two cams foreach cylinder, this movement being effected by means of alever from the starting platform. Following a practicewhich is now becoming more and more usual for marineengines one fuel pump is provided for each cylinder, butinstead of bunching all the pumps together, as is frequentlydone, each one is arranged in front of its cylinder and isdriven off the cam shaft by means of an eccentric, thepump itself being only slightly below the level of the the control of the speed of the engine the usual methodof operating upon the suction valve of the fuel pump isadopted, and in order to carry this out there is a long spindlein front of the engine, attached to levers which, when thespindle is rotated, alter the stroke of the suction valve ofthe pump, and thus vary the speed of the engine. Themovement is carried out by means of a control lever on thestarting platform. With the motors of this type which have hitherto been. tc c >. o 239 240 DIESEL ENGINES FOR LAND AND MARINE WORK built, two separate two-stage compressors have beenadopted, driven by means of levers from the crossheadsof the two central cylinders. Probably in larger motorscompressors of the three-stage type will be employed, andthis has in fact been done in the Neptune engine ofMessrs. Swan, Hunter & Wigham Richardson. In reversing, apart from altering the timing of thefuel inlet valve it is necessary to operate the scavengepump inlet and discharge valves at 180° after the ordinarytiming for ahead running. This is accomplished in a com-paratively simple manner by converting the inlet valvesinto delivery valves, and vice-versa. The cylinders areworked in pairs and it is arranged that the two inlet valvesfor two adjacent cylinders are one above the other, whilstthere is also a delivery valve above another delivery valvefor the two cylinders. Above the casing which containsthe two inlet and two d
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