SULZER MEDIUM SPEED ENGINES

Pounder’s Marine Diesel Engines and Gas Turbines (Eighth edition)

Rotating piston

A classic feature of Sulzer Z-type engines retained throughout successive generations

is the rotating piston. Sulzer patented the concept in 1937 after tests on a number of
research engines with cylinder bores from 90 mm to 420 mm which confirmed the
special benefits offered for highly loaded trunk piston engines.

A ratchet mechanism transforms the swinging motion of the connecting rod into a
smooth rotation of the piston (Figure 26.4). The connecting rod has a spherical small
end which allows some 40 per cent more bearing area than a gudgeon pin bearing.

The rotating piston was eventually adopted for the Z-type design, first introduced in two
stroke form in 1964. The concept remained unique to Z-engines until its adoption in
1995 for GMT’s upgraded 550 mm bore VA55 medium speed model. (The Italian
designer benefited from a technology transfer arrangement with Sulzer; both later
became members of the Wärtsilä Corporation.)
For rotating the piston, the connecting rod is provided with two pawls positioned slightly
out of the centre of the spherical small end bearing. When the connecting rod performs
its swinging movement relative to the piston the pawls impart an intermittent rotating
motion to a toothed rim, from which it is transmitted to the piston by an annular spring.
The flexible connection maintains the forces necessary for rotating the piston at a
constant low level.

Sulzer cites the following merits of the rotating piston:

• Even temperature distribution around the piston crown as there are no particular
inlet and outlet zones.
• Small and symmetrical deformation from a top end bearing with a relatively large
area and of spherical design (Figure 26.5).
• Optimum sealing and working conditions for the piston rings because the small,
symmetrical deformations of the piston allow the use of the smallest running
clearance between piston and cylinder liner.
• Low and stable lubricating oil consumption because the small piston running
clearances minimize piston slap and obviate the need for the traditional oil
cushion, thereby allowing the oil scraper ring to be located at the lower end of the
piston skirt.
• Good margin for unfavorable running conditions with the smallest risk of seizure
because the grey-iron piston skirt is always turning to a fresh part of the cylinder
liner surface.