Analysis Damage Cylinder Head Engine on QSK 50 MCRS

Hamka Munir, Ismail Ramli and Misdar Alamsyah

Nunukan State Polytechnic, Heavy Vehichle Study Program, Jl. Ujang Dewa, Nunukan, Indonesia

Keywords: Cylinder Head, Engine, Damage, QSK 50 MCRS, Analysis.

Abstract: Damage that often occurs to the cylinder head is usually a lack of radiator air so that the engine may

overheat, then the cylinder head packing/gasket is damaged due to prolonged use or errors during

installation. This study aims to determine the problems that occur to the cylinder head, especially on the

QSK 50 MCRS engine, so that the treatment of the cylinder head is better, in order to optimize engine

operation in industrial processes. This research was conducted to obtain data in order to determine the cause

of the cylinder head damage on the QSK 50 MCRS engine. There are several steps will be done including

cleaning, visual inspection, and measurement and analysis of damage to the cylinder head. The results of

this study indicate that there is erosion during the component cleaning process. There is damage on each

surface of the combustion chamber at the cylinder head. The characteristics of the damage indicated that

there has been cavitation erosion on the surface of the combustion chamber. Cavitation erosion occurs on

the surface of the combustion chamber due to air bubbles that burst or explode during the power stroke of

the engine's four stroke cycle. Cavitation erosion is characterized by a surface with small holes. Analysis of

the 16 cylinder head QSK 50 MCRS shows that all cylinder heads can still be used, because the cylinder

heads are still within the standard coverage set out in the manual.

1 INTRODUCTION

Diesel engine is an internal combustion engine

(Internal Combustion Engine), whose fuel is sprayed

into the cylinder chamber when the piston is at top

dead center (TDC). This occurs because of the air in

the cylinder has a high heat, and could making it

easier for the fuel that has been injected to burn by

itself. Diesel engines generally have main

components such as pistons, valves, crankshafts,

high-pressure fuel pumps and other driving

mechanisms. The energy generated by the diesel

engine through the combustion of fuel that occurs in

the cylinder. This causes the displacement of the

piston movement in the cylinder which is carried out

by the crankshaft on the bearings through the

connecting rod.

Cylinder head is part of the cylinder block that

serves to close the cylinder cavity, and the space is

the combustion chamber. The cylinder head,

combustion in the cylinder chamber can occur. The

cylinder block is referred to as the base engine part

or a major component of the engine. The cylinder

head is called the second base because this

component forms the basis for several components

on the upper engine. The cylinder head will receive a

heavy load because it withstands compression

pressure, so that in it leads occur some damage to

this section.

Damage that can occur to the cylinder head

includes damaged cylinder head packing which

causes compression to leak and the engine does not

function properly. The damaging can occur to the

connection between 2 cylinders or to the oil and air

connection, which results in the engine not working

properly. Cylinder heads that experience cracks

usually occur in diesel engines, cracks that occur due

to overheating, where the engine overheats caused

by excessive load or the cooling system is damaged

or damaged, one of them. Cracks are also often

caused by malfunctioning of the thermosat where

when the temperature increases and the thermostat

does not open.

RESEARCH METHODOLOGY

We strongly encourage authors to use this document

for the preparation of the camera-ready. Please

follow the instructions closely in order to make the

Munir, H., Ramli, I. and Alamsyah, M.

Analysis Damage Cylinder Head Engine on QSK 50 MCRS.

DOI: 10.5220/0010946100003260

In Proceedings of the 4th International Conference on Applied Science and Technology on Engineering Science (iCAST-ES 2021), pages 373-378

ISBN: 978-989-758-615-6; ISSN: 2975-8246

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

373

volume look as uniform as possible (Moore and

Lopes, 1999). Please remember that all the papers

must be in English and without orthographic errors.

Do not add any text to the headers (do not set

running heads) and footers, not even page numbers,

because text will be added electronically.

For a best viewing experience the used font must

be Times New Roman, on a Macintosh use the font

named times, except on special occasions, such as

program code (Section 2.3.8).

2.1 QSK 50 MCRS Engine

Specification Data

The QSK is a Cummins engine model. The QSK50

is an engine with V-16 cylinder configuration with a

total volume (displacement) of 50 liters. The

Modular Common Rail Fuel System (MCRS) has a

simplified design that provides a constant high

injection pressure regardless of engine speed or load

conditions. The advantages of this engine model

among others and low vibration for quiet operation.

The data obtained from the QSK 50 MCRS

Engine reviewed are as follows:

Engine model : QSK 50 MCRS

Machine Serial Number : 33187437

Cylinder head type : Sectional

Number of cylinders : 16 Cylinders

Machine weight : 5700 kg

Combustion chamber type : Direct Injection

Modular Common Rail

2.2 General Procedures for Performing

Cleaning, Visual Inspection and

Measurement

Here's how to do the cleaning:

•

Clean the cylinder head from the remaining

gasket attached.

•

Measure the thickness of the cylinder head in

each combustion chamber.

•

Measure the surface area of the combustion

chamber.

•

Check the combustion area for cracks or leaks.

•

Inspect the burning area for damage and

erosion.

•

Re-condition of components requiring repair

and replacement of parts that do not meet

specifications

2.3 Research Diagram

This study aims to determine whether the QSK 50

MCRS cylinder head analysis still meets the

standards with the manual and to find out how to

minimize damage to the cylinder head. The stages in

analyzing the damage can be seen in the image

below.

Figure 1: Research diagram.

RESULTS AND DISCUSSION

3.1 Cylinder Head Disassembly

From initial observations made on the QSK 50

MCRS cylinder head engine, it shows that the hour

meter unit is 14,000 HM. The cylinder head is

damaged on the surface of the combustion chamber,

due to erosion.

Figure 2: Corrosion on cylinder head.

During the process of dismantling from the

cylinder head on the QSK 50 MCRS engine.

Actually, evidence was found that the right side of

the combustion chamber surface was eroded.

Therefore the cylinder head must be disassembled

and then re- inspected to ensure the actual

specifications on the cylinder head.

3.2 Disassembly Valve

One of the aims is to remove the components in the

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cylinder head such as valve, spring valve, cotter, and

retainer. The tools and materials used are as follows:

▪

Tools used: hydraulic press, magnetic tool,

valve spring tool

▪

Materials used: majun

Safety used: safety helmet, safety shoes, safety

goggles, hand gloves.

Figure 3: Disassembly valve.

Information:

Place the cylinder head under the hydraulic

press,

valve spring device above the retaining valve,

Then press the valve spring tool with a

hydraulic press. When Cotter is seen, take it

using the magnetic tool,

After the cotter is removed, the retainer, valve

spring, and valve can be removed.

3.3 Cleaning Process

In this step the cylinder head will be cleaned of

dirt/dirt adhering to the components and cleaned of

rust and oil adhering to the cylinder head. Because

the slightest will affect the results of the

measurements later. Figure 3 shows the process of

inserting the cylinder head into the hot tank to

remove the remnants of dirt/soil, paint, rust. Shows

the spraying process on the cylinder head and

grinding process uses an air angle grinder with a

steel wire brush.

This process requires tools such as diesel fuel,

gasoline, brushes, Scocth Brite, cloth cloth, air angle

grinder, soap and hot tanks to facilitate cylinder head

repair. After cleaning the cylinder head and smeared

with a little diesel as an outer coating to prevent rust

on the cylinder head. These steps are carried out to

simplify the measurement process in order to get

actual results from the measurement process.

Figure 4: Inserting the cylinder head into the hot tank.

3.4 Visual Cylinder Head Analysis

During the cleaning process, components were

found to be damaged in part of each surface of the

combustion chamber on the cylinder head. The

characteristics of the damage can be indicated that

there has been "erosion" on the surface of the

combustion chamber, and erosion on the surface of

the combustion chamber due to air bubbles or

exploding during the power stroke of the four stroke

engine cycle. Erosion is characterized by a surface

with small holes. The phenomenon of the shrinkage

porosity defect is caused by the inclusion of

aluminum oxide carried into the Cylinder Head

Type- A product which is the initiation of the

formation of shrinkage porosity. The presence of

aluminum oxide in Cylinder Head Type-A products

is caused by the relatively long transfer of melting

time from the smelting furnace and the relatively

high auto carrier distance, which also affects the

furnace pouring time. (Wahyudi and Wiryolukito

2020).

When these bubbles enter an area of high

pressure, they burst (explode inward) sending a

"beam" of liquid hitting the metal surface at

supersonic speeds. Minor cracks sometimes occur

and coalesce until a small portion of the metal

particles is released and results in holes in the

component.

Deep pitting/pitting on the liner surface is the

result of cavity erosion. The damage could

accumulate in one area of the liner wall only.

Actually, at the time of revelation stated that the

damaged area was located between the cylinder head

and the liner surface.

The aluminum housing of the cooling system can

be damaged by cavitary erosion, especially if there is

obstruction in the intake/inlet line which results in a

Analysis Damage Cylinder Head Engine on QSK 50 MCRS

375

low pressure and subsequently cavitation of the fluid

in the pump impeller. Bubbles (bubbles) are formed

on the low pressure side (suction/suction). It will

burst on the high pressure side (exhaust/exhaust).

Using of filler metal in the powder thermal spray

technique. This technique is still different, and the

joining category is included in the dissimilar metal.

Therefore, an important problem that must be solved

is how to repair casting defects by eliminating repair

weaknesses with the methods that have been

developed (Permana, Suratman et al.).

3.5 Actual Data Measurement

Before starting the measurement, a manual is needed

to know the measurement procedure and the

specifications of the component itself. In this

process, several measuring instruments are needed to

obtain maximum measuring results. The measuring

instruments used in measuring cylinder head are as

follows:

Vernier digital caliper

Call Indicator

The general procedure in the manual for

inspecting and repairing cylinder heads is as follows:

Clean the cylinder head from adhering dirt such

as (soil, paint, and rust marks) attached,

Measure the length, thickness, and indentation

(pitting) of the cylinder head,

Check the combustion chamber area for cracks

and leaks,

Inspect the burning area for damage or erosion,

Repair of components that require repair and

replacement of parts that do not meet

specifications.

3.5.1 Cylinder Head Thickness and Length

This measurement is done so that the results

obtained can be compared with the manual and to

detect damage visually. Because damage to this area

can have a major impact on engine performance.

The impact of damage to this area includes

compression compression, the entry of oil into the

combustion chamber, which results in incomplete

combustion. In the measurement step, a digital

caliper is used. The measurement results can be seen

in the image below. Based on the data in Figure 5,

the cylinder head thickness still meets the standard

measurement results are still above the standard

because the cylinder head thickness is minimum.

Figure 5: Cylinder head thickness measurement results.

Figure 6: Cylinder head length measurement results.

3.5.2 Cylinder Head Thickness and Length

High pressure and temperature in engine operation

can cause changes in the shape of the cylinder head

surface, usually in the form of indentations or

depressions on the cylinder head surface. Therefore,

it is necessary to measure the pitting cylinder head.

This is to check the flatness of the cylinder head

surface. Because the density of each combustion

chamber in the cylinder head greatly affects the life

and performance of the engine itself. If there is

pitting on the surface of the cylinder head that

occurs too far from the specifications, it will result

in fatal damage, namely:

Coolant will enter the lubrication system so

that the lubricant will not working properly as

it should.

There is a compression leak so that the

compressed air will enter the cooling system or

vice versa which can result in a hydraulic

block in the combustion chamber and cause

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more severe damage.

Damage the components in the cylinder head

due to changes position.

This measurement uses a dial indicator and a

straight edge. The surface of the cylinder head that

experiences high pressure and temperature is

measured for flatness, then the measurement results

will be compared with the standards in the manual to

determine whether the cylinder head can still be

used, requires repair or needs to be replaced with a

new one.

Figure 7: Pitting measurement on cylinder head.

Figure 8: Pitting measurement results on the cylinder

head.

Figure 8 shows the results of pitting

measurements on the cylinder head. The

measurement results indicate that the cylinder head

still meets the standard and can be reused, the hole

measurement value is still below the maximum

value.

3.5.3 Leak Test (Pressure Test Cylinder

Head

The purpose of the cylinder head leak test is to

check whether the cylinder head is leaking or not, so

that it can determine the pressure (pressure) of the

cylinder head. Figure 4.15 shows the tank pressure

test used for the cylinder head leak test.

Figure 9: Tank pressure test.

In testing the cylinder head leak, several stages

are carried out, namely:

The bottom surface hole is tightly closed using a

good platform for testing to prevent air from

escaping.

Using compressed air of about 100 psi (pounds

per square inch).

Using a cylinder head pressure tester.

This method is done by inserting the cylinder

head into the air and then applying air pressure.

After testing, the results showed that there was

no leakage at the orifice valve. In addition to the

pressure test, a visual inspection of the cylinder head

is also carried out to check:

Broken bolts / studs.

Corrosion of hose connections.

Oil leaks.

The vacuum hose hose is damaged / missing.

Coolant leaks.

3.6 Burn Area Analysis of Damage

In this step a visual inspection of the combustion

area should be carried out to check for damage and

erosion. Erosion of these areas will have a negative

effect on engine performance. Checkpoints for

erosion are shown in Figure 10. Check areas that are

suspected of being damaged and eroded,

namely:(16) firering (combustion chamber area);

(17) seating area; (18) the area between the injector

nozzle orifice and the valve seat. Erosion in other

areas of the surface may occur but will not affect the

operation of the machine.

During the cleaning process, components were

found to be damaged each surface of the combustion

chamber on the cylinder head. The characteristics of

the damage indicates that there has been "erosion"

on the surface of the combustion chamber, erosion

on the surface of the combustion chamber due to air

bubbles that burst or explode during the power

stroke of the engine's four stroke cycle. Erosion is

characterized by a surface with small holes.

Analysis Damage Cylinder Head Engine on QSK 50 MCRS

377

When these bubbles enter an area of high

pressure, they burst (explode inward) sending a

"beam" of liquid hitting the metal surface at

supersonic speeds. Minor cracks sometimes occur

and coalesce until a small part of the metal particles

is released and results in holes in the component.

Deep pitting/pitting on the liner surface is the

result of cavity erosion damage accumulates in one

area of the liner wall only. The facts at the time of

revelation stated that the damaged area was located

between the cylinder head and the liner surface.

The aluminum housing of the cooling system can

be damaged by cavitary erosion, especially if there is

obstruction in the intake/inlet line which results in a

low pressure and subsequently cavitation of the fluid

in the pump impeller. Bubbles (bubbles) formed on

the low pressure side (suction/suction) will burst on

the high pressure side (exhaust/exhaust). Figure 10

shows erosion on the cylinder head.

Figure 10: Erosion on cylinder head.

4 CONCLUSIONS

Based on and discussion in research regarding

Cylinder Head Damage Analysis on the QSK 50

MCRS Engine, it is obtained as follows.

Analysis of the 16 cylinder heads of QSK 50

MCRS shows that all cylinder heads can still

be reused, because the cylinder heads are still

within the standard range that has been set in

the manual.

For longer cylinder head use, it is better to

prevent more fatal damage by performing

regular servicing. Therefore, in the assembly

process and maintenance of the cylinder head is

important and in the assembly process must be

in accordance with the procedures set out in the

manual.

ACKNOWLEDGEMENTS

There are many obstacles in completing this

research, and this work would not have been

possible without the support of several parties.

For that, I would like to thank all parties who

have been willing to work so far and other related

writings. Director of the Nunukan State Polytechnic

who has provided support to me in completing this

research.

I also want to thank my family and friends who

have always supported me in completing this

research.

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