LINER

• The cylinder liner forms the cylindrical

space in which piston reciprocates.

• The reasons for manufacturing the liner

separately from the cylinder block (jacket)
in which it is located are as follows: -
LINER
LINER
 LINER
1)Liner can be manufactured using the
superior material to the cylinder block.
∙ While the cylinder block is made from a
grey cast iron, the liner is manufactured
from a cast iron alloyed with chromium,
vanadium and molybdenum ( cast iron
contains graphite, a lubricant.
∙ The alloying elements help resist corrosion
and improve the war resistance at high
temperatures).
 LINER
2)The cylinder liners will wear with use, and
therefore may have to be replaced.

∙ The cylinder jackets last the life of the

engine.
 LINER
3)At working temperature, the liner is a lot
hotter than the jacket.
∙ The liner will expand more and is free to
expand diametrically and lengthwise.
∙ If they were cast as one piece, then
unacceptable thermal stresses would be
set up causing fracture of the material.
 LINER
4) Less risk of defects.
• The more complex the casting, the more
difficult to produce a homogenous casting
with less residual stresses.
 LINER
• The liner is regarded as a thick cylinder
under the action of a fluid pressure.

• The material is to be strong to withstand

the tensile hoop stress.

• The interior surface forms the wall of the

combustion chamber.

• There is a considerable stress on the

material of the body.
 LINER
• The two surfaces tend to expand at
different rates for being a different
temperatures.
• But, the body prevents their free
expansion.
• This causes a stress to be set up.
• The liner is secured at the top flange by
cover studs.
• A compressive stress is set up on this part
of the liner.
 LINER COOLING
• The liner will tend to get very hot during
engine operation as the heat energy from
the burning fuel is transferred to the
cylinder wall.

• So that the temperature can be kept within

acceptable limits, the liner is cooled.
 LINER COOLING
• Cylinder liners from older lower powered
engines had a uniform wall thickness and
the cooling was achieved by circulating
cooling water through a space formed
between liner and jacket.

• The cooling water space was sealed from

the scavenge space using ‘O’ rings and a
telltale passage between the ‘O’ rings led
to the outside of the cylinder block to show
a leakage.
 LINER COOLING
• To increase the power of the engine for a
given number of cylinders, either the
efficiency of the engine must be increased
or more fuel must be burnt per cycle.

• To burn more fuel, the volume of the

combustion space must be increased.
 LINER COOLING
• Because of the resulting higher pressures
in the cylinder from the combustion of this
greater mass of fuel, and the larger
diameters, the liner must be made thicker
at the top to accommodate the higher
hoop stresses, and prevent cracking of the
material.
 LINER COOLING
• If the thickness of the material is increased, then
it stands to reason that the working surface of
the liner is going to increase in temperature
because the cooling water is now further away.
• Increased surface temperature means that the
material strength is reduced and the oil film is
burnt away, resulting in excessive wear and
increased thermal stressing.
• The solution is to bring the cooling water closer
to the liner wall and one method of doing this
without compromising the strength of the liner is
to use tangential bore cooling.
 LINER COOLING
• Holes are bored from the outside of the
flange formed by the increase in liner
diameter.

• The holes are bored upwards and at an

angle so that they approach the internal
surface of the liner at a tangent.

• Holes are then bored radially around the

top of the liner so that they join with the
tangentially bored holes.
 LINER COOLING
• On some large bored, long stroke engines,
it was found that the underccooling further
down the liner was taking place. WHY??

• the hydrogen in the fuel combines with the

oxygen and burns to form water.
• Normally, this is in the form of steam, but if
it is cooled it will condense on the liner
surface and wash away the lub oil film.
LINER COOLING
 LINER COOLING
• Fuels also contain sulphur.

• This burns in the oxygen and the products

combine with the water to form sulphuric
acid.

• If this condenses on the liner surface

(below 1400 C ) corrosion can take place.
 LINER COOLING
• Once the oil film has been destroyed, then
wear will take place at the alarming rate.

• One solution is to insulate the outside of

the liner so that there was a reduction in
the cooling effect.

• On the latest engines, the liner is very

cooled at the very top.
LINER
 MATERIAL FOR LINER

REQUIREMENTS
• Materials for liner must provide
adequate strength and fatigue life
readily transfer heat
resist abrasion and corrosion
be able to retain a film of lubricating oil on
working surfaces
have a rate of thermal expansion compatible
with adjacent parts.
 MATERIAL FOR LINER
TO MEET ABOVE REQUIREMENTS
• liners are cast in pearlitic grey cast irons to which alloying elements
such as vanadium and titanium are added to
---- to enhance strength, wear and corrosion resistance.

• Cast iron is chosen because of its

---- high strength
---- refined grain structure with inclusions of alloys
---- smooth sliding surface due to graphite content for improved
lubrication
---- porous surface which retains oil as well as reduces the effect of
scuffing or scoring
 LINER WEAR

Corrosive wear
• Corrosion occurs mainly in engines
burning heavy fuels, particularly with high
sulphur content.
• It is caused by acids formed during
combustion and these must be neutralised
by the use of alkaline cylinder oil.
• Sulphuric acid corrosion may be caused in
the lower part of the liner if the jacket
cooling water temperature is too low.
 LINER WEAR
Corrosive wear
• This may allow vapour present after
combustion to condense.
• The moisture formed will absorb any
sulphur present to form sulphuric acid.
• This can be prevented by maintaining
jacket temperatures above the
corresponding dew point.
 LINER WEAR
Corrosive wear – REMEDY
• Increase liner wall temperature above the
dew point of the water acid mixture.

• Use of an alkaline cylinder lub oil to

neutralise the acid content at the liner wall.

• Use of a low sulphur content fuel with a

limit on the sulphur value
 LINER WEAR
Abrasive wear
• It is due to hard particles of ash deposits
and catalytic fines, which continuously cut,
scratch and plough the liner surfaces
 LINER WEAR
Friction or Adhesive wear
• Mechanical friction wear is due to the
piston ring friction on the liner wall.

• This wear takes place usually where the

oil film has depleted or broken down.
 LINER WEAR
Clover leaf wear
• It is the uneven wear in the shape of a clover
leaf of the liner surface in the radial mode.

Reason for clover leaf

• Uneven distribution of cylinder oil causes the
depletion of its TBN, before it has completely
covered the liner surface.

• High corrosive wear occurs on the liner surface

between oil injection points.