MTM 3202

Diesel propulsion systems

Diesel propulsion systems
INTERNAL COMBUSTION ENGINES
• Course Learning Objective: Familiarize
students to the basic cycle and design features
of modern marine diesel engines

Specific Objectives:

- Define the theory and principle of Internal Combustion Engine

- Describe basic operations of working cycle
- Identify the engine timing diagram
- Describe differences and advantages of 2S & 4S
 Principle of I.C.E

• An internal combustion engine is one in

which the fuel is burnt within the engine ->
usually of the reciprocating type.

• It involve system where combustion of the

fuel and the conversion of the heat energy
from combustion to mechanical energy
takes place within the cylinders (ICE)
 I.C.E. CATEGORIES
– Spark ignition engines use gaseous or volatile
distillate fuels -> work on a modified Otto
cycle -> operate on the 2 or 4 – stroke cycle.

– Compression ignition engine use distillate

liquid fuels -> work on either 2 or 4 – stroke
cycle and normally designed to operate on the
dual-combustion cycle (Otto and Diesel cycle)
 Otto cycle
• In the Otto cycle the theoretical pressure –
volume diagram is formed from : two constant –
volume and two adiabatic processes.

• The air in the cylinder is compressed

adiabatically.

• Heat is added to the air at constant volume ->

Work is done during the adiabatic expansion
and -> then heat is rejected at constant volume
 Otto Cycle
C

2P
) aP( er uss er P

D
1P

V1 V2
Volume (m3)
A–B : Adiabatic compression
B–C : Heat received at constant volume (combustion)
C–D : Adiabatic expansion
D–A : Heat rejected at constant volume (exhaust)
 Otto Cycle
• 1. The induction stroke takes place at A.  Although in theory the
pressure should be the same as atmospheric, in practice it's rather
lower.  The amount of petrol air mixture taken in can be increased by use
of a supercharger.
• 2. A to B is the compression stroke.  Both valves are closed.  The
compression is adiabatic, and no heat enters or leaves the cylinder. 
• 3. Ignition occurs at C.  The gases resulting from the ignition expand
adiabatically, leading to the power stroke.
• 4. D to A the gas is cooled instantaneously.  
• 5. At A the exhaust stroke occurs and the the gases are removed at
constant pressure to the atmosphere.
• 6. Strange as it may seem, the piston does half a revolution at A. 
Actually it's slightly in practice, as the the valve timing is more complex.
 Diesel cycle
• In the diesel cycle the theoretical pressure-
volume diagram is formed from two adiabatic
operations, one constant-pressure and one
constant-volume operation.
• Air is compressed adiabatically, then heat is
added at constant pressure. Adiabatic expansion
takes place and then heat is rejected at constant
volume
 Diesel Cycle
B C

P
) aP( er uss er P

V1 V2
Volume (m3)
A–B : Adiabatic compression
B–C : Heat received at constant pressure
(combustion)
C–D : Adiabatic expansion
D–A : Heat rejected at constant volume
 Diesel cycle
• 1. The induction stroke takes air in ideally at constant volume,
pressure at temperature.
• 2. The compression stroke takes place from A to B.  The air
is compressed adiabatically to about 1/20 of its original
volume.  It gets hot.
• 3. From B to C fuel is injected in atomised form.  It burns
steadily so that the pressure on the piston is constant.
• 4. From C to D the power stroke moves the piston down as
adiabatic expansion takes place.
• 5. D to A cooling and exhaust occurs.
 Dual cycle
• In the dual cycle, air is compressed
adiabatically, then heat is added, partly in
a constant volume process and the
remainder in a constant pressure process.

• Expansion takes place adiabatically and

then heat is rejected at constant volume
 C D

P
) aP( er uss er P

V1 V2
Volume (m3)
A–B : Adiabatic compression
B–C : Heat received at constant volume
C–D : Heat received at constant pressure
D–E : Adiabatic expansion
E–A : Heat rejected at constant volume
 COMPRESSION IGNITION
ENGINE
• Compression ignition engine works on dual cycle

• The fresh air enters each of the engine cylinders and is

compressed by the upward movement of the piston.

• The compression causes the temperature and pressure of

the fresh air to increase

• Fuel injectors or fuel valve will supply the fuel oil in fine
spray when the piston is nearly at top dead centre
• The fuel will then be mixed with air (compressed) and
burn inside the cylinder when the piston is at TDC.

• The expanding gases on top of the piston (completed

combustion) will push the piston moving it downward and
rotating the crankshaft .

• The cycle will be repeated until the engine stops

 Cycle of Operations
• Four strokes of CI engine are as
follows:-
– Suction Stroke / Induction Stroke
– Compression Stroke
– Explosion Stroke / Power Stroke
– Exhaust Stroke
 SUCTION STROKE

• In which the air is admitted to the

engine cylinder
 COMPRESSION STROKE
• In which the charge of fresh air is
compressed by the piston, and
fuel is injected just before the
point of maximum compression
 POWER STROKE
• In which the air- fuel mixture is
ignited by the heat produced by
compression of air

• The pressure rises due to fuel

combustion and pushes piston
downwards to drive the engine
 EXHAUST STROKE
• Exhaust valve opens at the end of
power stroke

• The expanded burnt gases are

exhausted / expelled from the
cylinder
• The four strokes in duel cycle of CI engine
are completed in two revolutions of the
crankshaft.

• There are thus two piston strokes in each

revolution of the crankshaft
 FOUR STROKE ENGINE
INLET VALVE CYLINDER HEAD FUEL INJECTOR EXHAUST VALVE

PISTON

CYLINDER
LINER

CRANKSHAFT
DIRECTION

CRANK PIN

INDUCTION STROKE / COMPRESSION STROKE POWER / EXPANSION STROKE EXHAUST STROKE EXHAUST STROKE
SCAVENGE STROKE
 How strokes are executed

• Strokes are executed by combination of

valves and gears
 SUCTION / INDUCTION STROKE

• Piston draws air into cylinder

during downward movement or
stroke through opened inlet valve.
(suction effect)

• Exhaust valve and fuel injector are

closed

• At the end of the stroke (BDC) the

inlet valve close, which inside the
cylinder now full with fresh air.
 COMPRESSION STROKE
• Stroke begins when the piston
starts to move upward (from
BDC to TDC).

• Inlet valve, exhaust valve and

fuel injector remain closed.

• The air which is trapped in the

cylinder is now compressed
rising in temperature
 POWER STROKE
• Before the piston reaches
TDC(approx.15 – 20o), the
fuel injectors supply fuel oil in
a fine spray(end approx. 15-
20o after TDC)

• The mixture (fuel oil and air)

ignites and explodes while
the piston crosses TDC

• High pressure (expansion of

the gases) on top of the
piston push the piston
downward towards BDC
 EXHAUST STROKE
• Stroke begins when the piston again
starts to move upward (from BDC to
TDC) as in compression stroke,
however only exhaust valves are
opened.

• The exhaust gases are expelled from

the cylinder through the exhaust valve
ports.

• At the end of the stroke (TDC), the

exhaust valve closes but inlet valve is
opened starting the cycle once again
 Power produced

• Power produced by a 4-stroke cycle engine in

kW is given as

PLAN
Power =
2
P= Mean effective pressure, kN/m2
L= Stroke length, m
A= Area of cylinder bore, m2
N= Revolution/second
 4 - STROKE CYCLE
9

PISTON POSITION
8 3 4
10 9 5
3 4 5 8 10

2 6
1

2
6
DIRECTION 7
PRESSURE

1 1/7
 4 - STROKE CYCLE

• 1-2 Suction stroke ends

• 2-3 Compression stroke. Inlet valve closed and
piston moved upwards to compress the
trapped air (Temperature rises).
• 3-4-5 Fuel injector in operation. Combustion
occurs (mixture of compressed air and fuel)
• 5-6 Due to expansion of gases piston
moves downward. (Power stroke)
• 6-7-8 Exhaust stroke. Exhaust valve opens and
piston moves upward removing gases.
• 8-9-10 Overlapping period: both exhaust and inlet
valves are open.
• 10-1 Suction stroke – piston moves downward.
Exhaust valve closed and inlet valve open.
• 1- the rest – The cycle continues until the
engine stops
 Exh. v/v
closes

Fuel Fuel
injection injection
begins ends

PO
COMPRESSION STROKE

W
E

ER
T STROK

Inlet v/v

ST
opens

RO
SUC

KE
Rotation
EXHAUS

TIO
N STRO
Inlet v/v KE
closes Exh. v/v
opens

FOUR STROKE TIMING DIAGRAM

 VALVE OVERLAPPING
It can be defined as the period when inlet and exhaust
valve were open at the same time.
E.g.,
• Inlet valve opened before the piston reached TDC at
the end of exhaust stroke, say 20o before TDC.
• Exhaust valve remained open and will be closed at
certain degree of the piston movement after TDC,
say 20o after TDC.
• By providing overlapping period on 4 – stroke engine,
the residual exhaust gases will be expelled effectively
with the rushing in of fresh air.
VALVE OVERLAP
TDC

OVERLAPPING PERIOD

Inlet v/v Exh. v/v

opens closes
2-Stroke cycle diesel engines
• Learning Objective: Know the basic cycle
and design features of modern marine diesel
engines

Specific Objectives:
• Describe the operation cycle process of a
2-stroke diesel engine.
• Identify the 2-stroke engine timing diagram
 TWO STROKE CYCLE
• The two stroke cycle is so called because
it takes two strokes of the piston or one
revolution of crank shaft to complete the
processes needed to convert the energy
in the fuel into work.
 Why 2-Stroke Cycle Engines
• We know 4-stroke cycle engine gives only
one power stroke out of 4 strokes of the
piston or one power stroke in two
revolutions of the crank shaft.

• This makes engine’s power to weight

ratio low mainly because three strokes
consume power against one which
produces
 2S
• In the two stroke engine, cycle is completed in two strokes of
the piston or one revolution of the crankshaft.

• Thus out of 3 power consuming strokes of the 4-stroke cycle

two strokes are saved

• Engine thus produces one power stroke in every revolution of

the engine which is two times in comparison to 4-stroke cycle

• This improves power to weight ratio of the engine and

reduces its size for same power.
 2S
• 2-Stroke cycle is achieved by eliminating suction and
exhaust strokes of the 4-stroke cycle
• In order to eliminate suction and exhaust strokes, some
special arrangements are required to be provided for:-
-.charging air into cylinder without suction from piston
- Exhaust gases must be expelled out of the cylinder
without assistance from piston
 Power
Piston Comp
stroke
stroke

Exst port Exst port

Inlet air Piston

Inlet air port
port
The crankshaft is revolving
clockwise and the piston is
moving up the cylinder,
compressing the charge of
air.
Because energy is being
transferred into the air,
pressure and temperature
increase.
By the time the piston is near
the top of the cylinder
(known as Top Dead Center
or TDC) the pressure is >100
bar and the temperature >
500°C
Just before TDC fuel is injected
into the cylinder by the fuel
injector.

The fuel is "atomised" into tiny

droplets. Being very small, these
droplets heat up very quickly and
start to burn as the piston passes
over TDC.

The expanding gas from the fuel

burning in the oxygen forces the
piston down the cylinder, turning
the crankshaft.

It is during this stroke that work

energy is being put into the
engine; during the upward stroke
of the piston, the engine is having
As the piston moves down the
cylinder, the useful energy
from the burning fuel is
expended.

At about 110° after TDC the

exhaust valve opens and the
hot exhaust gas (consisting
mostly of nitrogen, carbon
dioxide, water vapour and
unused oxygen) begin to
leave the cylinder.
At about 140º after TDC the
piston uncovers a set of ports
known as scavenge ports.

Pressurized air enters the

cylinder via these ports and
pushes the remaining
exhaust gas from the
cylinder, "scavenging".

The piston now goes past

BDC and starts moving up
the cylinder, closing the
scavenge ports. The exhaust
valve then closes and
compression begins.
The two stroke cycle can also be illustrated on
a timing diagram.
1 -2 Compression
2 - 3 Fuel Injection
3 - 4 Power
4 - 5 Exhaust Blowdown
5 - 6 Scavenging
6 - 1 Post Scavenging

1. approx 110º BTDC

2. approx 10º BTDC
3. approx 12º ATDC
4. approx 110º ATDC
5. approx 140º ATDC
6. approx 140º BTDC
 4 5 5
6 4

PISTON POSITION
6

7 3 7
3
2 8
8
2

1 1 PRESSURE
• 1-2 Scavenging period, both exhaust and inlet ports
are open.
• 2-3 Scavenge stroke ends. Exhaust ports remain open to
ensure only fresh air remains in the
cylinder.
• 3-4 Compression takes place. Both ports closed.
The air is then compressed by the upward movement of
the piston.
• 4-5-6 Fuel injector is operational supplying fuel oil.
• 6-7 Due to expansion of gases, piston moves downward.
(Power stroke)
• 7-8 When piston crown/top ring passes the exhaust ports,
exhaust begins
• 8-1 When the piston passes the inlet ports, Scavenging begins
and fresh air fills the cylinder, thus pushing the remaining exhaust
gases out
 Fuel Fuel
injection injection
begins ends

POW
IOS
ES

ER
R
MP

STR
CO

OK
Rotation

E
Scavenge Scavenge
ports ports
close open

Exhaust Exhaust
SCAVENGE
ports ports
close open

EXHAUST
TWO STROKE TIMING DIAGRAM
 The 2 stroke
crosshead engine
works on exactly
the same principle
and cycle as the 2
stroke trunk piston
engine.
The disadvantages of the two stroke
trunk piston engine are that:

It has a low overall height, lubricating

oil splashed up from the crankcase to
lubricate the liner can find its way into
the scavenge space, causing fouling
and a risk of fire.

There is also the likelihood of liner and

piston skirt wear, allowing air into the
crankcase. This can supply the
required oxygen for an explosion
should a hot spot develop.

The crankcase oil must have additives

which can cope with contamination
from products of combustion, and the
acids formed during combustion due to
the sulphur in the fuel.
The majority of 2 stroke engines encountered at sea are of the "crosshead" type.
In this type of engine the combustion space (formed by the cylinder liner, piston
and cylinder head), and the scavenge space are separated from the crankcase by
the diaphragm plate.

The piston rod is bolted to the piston and passes through a stuffing box mounted
in the diaphragm plate. The stuffing box provides a seal between the two spaces,
stopping oil from being carried up to the scavenge space, and scavenge air leaking
into the crankcase.

The foot of the piston rod is bolted to the crosshead pin. The top end of the
connecting rod swings about the crosshead pin, as the downward load from the
expanding gas applies a turning force to the crankshaft.

To ensure that the crosshead reciprocates in alignment with the piston in the
cylinder, guide shoes are attached either side of the crosshead pin. These shoes
are lined with white metal, a bearing material and they reciprocate against the
crosshead guides, which are bolted to the frame of the engine. The crosshead
guides are located in-between each cylinder.

Using the crosshead design of engine allows engines to be built with very long
strokes - which means the engine can burn a greater quantity of fuel/stroke and
develop more power. The fuel used can be of a lower grade than that used in a
trunk piston engine, with a higher sulphur content, whilst high alkalinity cylinder
oils with a different specification to that of the crankcase oil are used to lubricate
the cylinder liner and piston rings and combat the effects of acid attack.
 SCAVENGING
• To ensure a sufficient supply of fresh air for
combustion by removing all remaining exhaust gases
by blowing with these fresh air.

• Supercharging is a large mass of air that is supplied to

the cylinder by blowing it in under pressure either by
electrically driven auxiliary blower or exhaust gas
driven turbocharger.

• The flow path of the scavenge air is decided by the

engine port shape and design and the exhaust
arrangements.
 SCAVENGING PERIOD
It can be defined as a period when inlet and exhaust
are open at the same time:

• Remaining exhaust gas will be expelled from the

cylinder through exhaust ports or exhaust valve (if
fitted).
• Fresh air which has collected in the scavenge
manifold rush into the cylinder
• Scavenging period: Normally when piston is at
BDC, (or as per maker or engine design or the location of the ports
itself)
 SCAVENGING METHODS
• CROSS/DIRECT – FLOW SCAVENGING

• LOOP SCAVENGING

• UNIFLOW SCAVENGING
Cross/direct flow
scavenging

Exhaust
manifold

Scavenge
manifold
Loop scavenging

Exhaust
manifold

Scavenge
manifold
2 stroke engines do not have exhaust
valves; With scavenge ports in the cylinder
liner, they are fitted with exhaust ports
located just above the scavenge ports.

As the piston uncovers the exhaust ports on

the power stroke, the exhaust gas starts to
leave the cylinder.

When the scavenge ports are uncovered,

scavenge air loops around the cylinder and
pushes the remaining exhaust gas out of
the cylinder.

This type of engine is known as a loop

scavenged engine. Note that the piston
skirt is much longer than that for a uniflow
scavenged engine. This is because the skirt
has to seal the scavenge and exhaust ports
when the piston is at TDC.
 TWO STROKE ADVANTAGES
• Compactness in relation to the power output. Not required
to increase brake mean effective pressure or the engine
speed to increase rating.
(High bmep increases the stresses on engine components,
greater rate of cylinder wear, whilst the alternative of higher
speed, valve flutter may become a serious problem)
• Each out-stroke being a working stroke gives more even
turning for the same number of cranks, consequently a
lighter flywheel may be employed.
• The reversing operation of rotation is simplified since there
is less valve gear to contend with.
OTHER ADVANTAGES

• Fewer moving parts and lower maintenance

• Lower specific fuel consumption
• No gear loss
• Simplicity in construction
• Longer life time
• Higher reliability (product)
• Low lubricating oil consumption
• Better ability to burn low quality fuel oil
 FOUR STROKE ADVANTAGES
• Good volumetric efficiency, good combustion
characteristic and positive exhaust scavenging.
• The thermal and mechanical efficiencies are
slightly better than 2S engine.
• Only half the quantity of the heat generated in
the cylinders has to be dealt within a given time,
so that efficient lubrication of the piston and
cooling of the cylinder is more easily
accomplished.
OTHER ADVANTAGES

• Lower initial cost for equivalent power

• Ease of installation
• Lower weight per unit power
• Saving in weight and engine room length
• Increased cargo capacity
• Free choice of propeller speed through
gearing
• Suitable for electrical power take off
 Supercharging/Turbocharging
• Process of pushing a higher pressure air
charge into the cylinder greater than
atmospheric pressure, so that extra mass
of air can be delivered into cylinder to burn
more fuel and produce extra power.
• Turbocharging can increase power output
of engine by 60%
 Turbocharging
• Very effective pressure charging.

• Utilizes 20% of waste heat in exhaust gas

which contains 35% of fuel heat.

• How?
•By increasing mass of air in cylinder, more fuel can be
burned and correspondingly power output will be
increased

•Various methods can be adopted:

–Electrically powered auxiliary blower
–Utilization of heat energy from exhaust gas to
drive a single stage impulse turbine directly coupled to
a simple blower (free running unit) called exhaust gas
turbocharger

Turbocharger utilizes free energy of exhaust

gases and hence improves efficiency of the engine
 Typical heat balance of an
engine
Useful Output (Brake Power) 34%
Cooling Loss 30%
Exhaust Loss 26%
Friction, Radiation, etc. 10%
-------
Total Heat Input
100%
Turbocharger
System
 Advantages
• Increased power for an engine of the same size
OR reduction in size for an engine with the
same power output.

• Reduced specific fuel oil consumption ->

mechanical, thermal and scavenge efficiencies
are improved due to less cylinders, greater air
supply and use of exhaust gasses.

• Thermal loading is reduced due to shorter more

efficient burning period for the fuel leading to
less exacting cylinder conditions.
 Risk
• Crankcase explosion
• Scavenge fire
 Design consideration
• Types of fuel and fuel oil system design
• Types of lubricating oil and lubricating oil systems
• Cooling systems
• Waste heat utilization systems
• Intake and exhaust valve systems
• Starting air systems
• Instrumentation system
• Control and automation system
• Installation items
• Safety features
 Summary
• Principle of ICE
• Theoretical Cycles
• Basic principle of operations of working cycle
• Cycle & Timing Diagram
• Principles of Scavenging & Arrangements
• Advantages of 2S & 4S
• Structural differences
• Overlap of Inlet & Exhaust
 References

• Introduction to Marine Engineering,

• Marine Engineering , Roy L. Harrington, SNAME, 198
• El-Hawary, F. (2001). Ocean Engineering Handbook. CRC
Press, UK.
• Calder, Nigel (2007): Marine diesel engine: maintenance,
troubleshooting and repair.