lliance DIESEL aw ‘ADRO17/0605A/FD Injection pump tightness Pielstick engine PC 2.6 type injection pump Tightness troubles and internal fuel oil leakages 4) Introduction: The PC 2.6 internal fuel oil leakages problem is well known for years and unfortunately the appropriate solution has not been applied up to now. This is especially a matter of engine maker will who has never considered the starting of this engine with heavy fuel oil and developed another solution for the latest generation of PC 2.6 B using pressed barrel top instead of the conventional suspended barrel type used on the majority of the PC 2.6 in operation. Two different leakage sources have to be considered however both of them have the ‘same consequence meaning permanent fuel oil flow downward, increasing of the fuel il pressure in the lower spaces of the injection pump body and amazing fuel oil leakages on both sides of the fuel rack linkage. First cause comes from the fuel oil leakage inside barrel in the space between barrel and plunger- Even this clearance is extremely reduced it is sufficient to generate leakages. It is quite easy and generally applied on the other engine types to stop these internal leakages by applying lube oil seal — One groove in the barrel bringing pressured oil at the lower part of the plunger and generating seal ring avoiding fuel oil passage to the bottom of the pump. Second cause results from the fast destruction of the barrel O-ring — sole O-ring of the assembly dedicated to stop the fuel oil leakages coming from the supply and discharge grooves. Alteration of the O-ring condition results from 2 factors: - The heavy fuel oil temperature around 135°C while talking about 380 Cst and up to 155 °C considering 550 Cst this temperature is close from the real temperature limits of the material - The pressure pulses resulting from the opening of the holes when plunger moving downward after injection stroke. These pressure pulses have been monitored on the engine maker test bench and recorded above 80 bar considering a boost pressure of 6 bar and injection pressure in the range of 1000 bar. Several attempts were done with various O-ring material - Viton, Kalrez, Salak however none of them has been successful in this position meaning static position submitted to high pressure pulses and limit temperatures. Improving the resistance toHliance DIESEL aD ADRO17/0605A/FD Injection pump tightness the high temperature alters the performance in front of the pressure pulses. Improving under pressure behavior is not possible without complete modification of both the pump body on the one hand and the barre! design on the other hand, Considering operators of multi-engines plants, the complete replacement of the whole injection pump set is out of consideration. To our knowledge, Engine maker design department is no longer working on this issue. 2) Barrel and plunger oil seal: The PC 2.6 injection pump is the sole injection pump of the Pielstick family which is not fitted with oil seal. This solution has been applied on all other engine before 1980 and it definitively seals the injection pumps s it is known on the other engine maker products. The oil seal has been tested in the year 1985 on the new design PC 20 L however it has been abandoned because it was not bringing the correct solution to make pump tight internally. As a conclusion: Fuel oil leakage issue of the PC 2.6 is not resulting from the clearance between plunger and barrel which is definitively acceptable while running permanently heavy fuel oil 3) Fuel oil leakages outside barrel: It is a matter of fact that PC 2 injection pump has been designed decades ago in order for Diesel engine to run Diesel oil. It is only long after that the industrial engines have been converted to the heavy fuel oil. Less injection pressure and less temperature does not cause troubles to this assembly and this has been proven considering the Navy fleet worldwide running Diesel oil. Combination of both: pressure and temperature (also considering that PC 2.6 B injection pressure is higher than those of the older versions). The design of the barrel introduced continuous exposure of the O-ring to the high pressure pulse resulting from the opening of the holes.ADRO17/060SA/FD Injection pump tightness - Considering the existing design it is impossible to introduce a second groove in order to double the O-rings. - Anti-extrusion ring is not efficient in such case as it has no influence on temperature - None of the tested O-ring material has brought improvement to the experienced situation. Considering what has already been tested and considering that O-ring is an old technology, Alliance Diesel Refit has decided to implement current design using the technical solution developed after the year 2000 and now applied on nearly all injection pumps of the modern engine makers.Hiance DIESEL “aD ‘ADRO17/0605A/FD Injection pump tightness Combination of plastic material and spring. This solution is in use in very similar working conditions on Wartsila and MAN engines. The scare part of the ring press on the groove bottom and the 2 lips on the bore. We all know this solution, we all know it is a bit more difficult to fit however it is extremely efficient and this is the only technology immediately available which allows to keep the same components meaning those fitted on the engine and based on maker and engine maker experience allows to drastically improve assembly tightness submitted to pressure pulses. Only restriction considering the use of the Variseal technology inside injection pumps comes from the condition of the bore especially considering old or even original injection pump body. In order to properly seal the fuel flow pulses the condition of the 53 mm bore must not show erosion and corrosion marks resulting from the passage of the fuel before use.Hiance DIESEL ‘ADRO17/0605A/FD Injection pump tightness 53 mm bore 4) Alternative solution: In the specific case where the 53 mm bore is no longer in acceptable condition to allow the proper effect of the Variseal, Alliance Diesel refit has consider several alternative solutions in order to secure this assembly: - Replacement of the body - Fitting of insert after machining to restore 53 mm bore - fitting a first seal stage with different technology above O-ring position The 2 first options are not matching with the aim of this operation especially considering that the machining tools required to properly fit insert are above site potential. Regarding the third option Alliance Diesel refit takes the benefit of the existing shape of the barrel in order to fit metallic ring in the 45° conical section. This is the aim of the appendix 2. The inner side and non-working area of the injection pump body is machined in order to create a flat surface instead of the 30° cone. The distance between body and 45° cone of the barrel is partially compensated by metallic spacer receiving on its top the metal-elastic ring‘ADRO17/0605A/FD Injection pump tightness The 2 solution can be easily combined if it is needed only requirement comes from an additional chamfrain to be machined in the body in order to facilitate the passage of the Variseal during assembly as per appendix 3. The design of this solution has been made in order to minimize the stress and the forces applied on the barrel which could influence the barrel bore diameter and causes plunger seizure. One the one hand the seal ring must be strong enough to support the high pressure pulses and in this respect the use of O-ring solution is impossible. On the other hand the forces applied to the barrel resulting from the tightening of the seal must be limited to the very minimum. This design is nothing else than a compromise between 2 requirements. 5) Conclusion: The here above proposal considers the up to date solution on use of the new generation of engines associated to the machining potential of the site in order to apply modification where it is required. Variseal option is the basic one and we are really confident it brings significant improvement compared to the simple O-ring currently used for this assembly. Metal-elastic is from our point of view a required alternative considering the age of the injection pump bodies and the possible alteration of the seal landing surface. Considering that oil seal does not exist with this injection pump design a very limited fuel oil leakage should remain between plunger and barrel however it does not exceedBARREL O-RING GROOVE AREA AS EXISTING meee Pump Barrel a APPENDIY AABARREL O-RING AREA MACHINING FOR VARISEAL ASSEMBY ~ ©f80 53 Fe Pa Betronn Face ie A APPENDIX AadPUMP BODY INNER B Pump Barrel RE oO 56 From Lanane surface Cleafance Mini +0, 13 Moxi +0,26 APRENDIX8APUMP BODY INNER BORE MACHINING tos 62,5 = APPEND x 2002 Exists Ane Chonlaers : ie ana 7 Pump body “ eae ye Exiskag) Ra [Ory Assembly with metallic ring fitted on its spacer. a No machining required on pump barrel L/ Pump als ay VtLLLL SON: Existing Design MopiFied DESiEN FOR METAL - ELASTIC OPTION 4 ie ye Se Chamfrain machining for Variseal assembly included in a combined sealing solution with Metal Elastic ring AlPENDIX 3