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Two faces are required as the thrust acts in opposite directions during
power and compression stroke. Guide shoes positioned at the extreme ends of
the crosshead pin provided a large area and minimise risk of twisting. The
doxford engine uses a centrally positioned shoe because there is no room at the
ends of the pin due to the side rod crossheads.
Crosshead pins are supported in bearings and the traditional way has
been to mount the piston rod at the centre of the pin with a large nut and having
two bearings alongside. This arrangement is like a simply supported beam and
the pin will bend when under load. This gives rise to edge pressures which break
through the oil film resulting in bearing failure. The Sulzer solution is to mount
the bearings on flexible supports. When the pin bends the supports flex allowing
normal bearing contact to be maintained.
In order to minimise the risk of bearing failure the actual force on the
oil within the bearing should be kept within reasonable limits this can be achieved
by having as large a bearing area as possible. Increasing the diameter of the pin
and hence the bearing will minimise the problems as this not only allows for a
large bearing area but it also avoids the problem of pin bending. Pin bending is
further prevented by means of a continuous bearing. This also avoids the loss of
oil which can take place with short bearings. Most modern engines tend to have
single continuous bearings. Oil loss from the ends of bearings is prevented by
means of restrictor plates. Some engine builders provide booster pumps which
increase the oil pressure to the crosshead during the critical firing period. Cross
heads do not have complete rotary motion and so a complete oil wedge does not
form. The use of means for preventing oil loss are therefore useful in maintaining
an oil film between pin and bearings.
The crosshead pin is fitted with a loose fitting pin. This pin allows a
small degree of movement (about 1mm) between the guide shoe and the pin
giving better alignment.