Diesel engines for land and marine work . for each valve, one for ahead andone for astern as in the previous cases. It will be noticedalso with this engine that long push rods are employedwith a low cam shaft. In each cylinder cover are twoscavenge valves besides the usual starting valve, fuel valveand relief valve. There is a single scavenge pump drivendirect off the end of the crank shaft, and the two-stage aircompressor is driven by means of a lever from the crossheadof this scavenge pump. Another two-cycle reversible motor which has beenemployed to a certain extent in fishing vessels and s
Diesel engines for land and marine work . for each valve, one for ahead andone for astern as in the previous cases. It will be noticedalso with this engine that long push rods are employedwith a low cam shaft. In each cylinder cover are twoscavenge valves besides the usual starting valve, fuel valveand relief valve. There is a single scavenge pump drivendirect off the end of the crank shaft, and the two-stage aircompressor is driven by means of a lever from the crossheadof this scavenge pump. Another two-cycle reversible motor which has beenemployed to a certain extent in fishing vessels and smallcommercial craft is the Kind engine, a six-cylinder designbeing shown in Fig. 163. This motor is one of 150 at about 300 to 350 It is arranged withthe scavenge pumps directly below the working piston, theusual stepped piston being adopted as with other high- CONSTRUCTION OF DIESEL MARINE ENGINE 301 speed engines such as the , and the submarinemotors. There is a single scavenging valve in the cyhnder. cover besides the fuel valve and starting valve, no reliefvalves being provided with this engine. CHAPTER VIIITHE DESIGN OF DIESEL ENGINES CYLINDERS AND CYLINDER COVERS PISTONS ^CYLINDER DIMENSIONS—CRANK SHAFTS AIR COMPRESSORS SCAVENGING PUMPS It is quite impossible to develop the design of Dieselengines along such lines as would apply generall}^, owingto the fact that the many different types vary considerablyin important matters of construction, and not only in the first place, of course, four-cycle and two-cycle enginesmust be treated separately, and in each essential type wehave differing methods of driving the air compressors,different arrangements for the scavenge pump, and othervariations, so that the efficiencies in the several types areby no means the same. These facts must be borne in mindwhen using the formulae and rules given later for calculation,and allowance made for the peculiarities presented by anyspecial type of
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