Name - Subham Mukherjee

Class - BT-7B
Roll No-1736608047

MICE ASSIGNMENT-II

Q1. Explain various indicator diagram and how they are used to
maintain the performance of the engine.

ANS-
Types of Indicator Diagrams Are:-

1. Power Cards (In-Phase)

It plots the pressure variations in the cylinder and can be integrated with a
planimeter to calculate the mean indicated pressure (as shown in fig -1).
The power developed in a cylinder can be calculated by multiplication of
the engine speed and the cylinder constant. It also highlights afterburning.

Fig-1

2. Draw Cards (90 degrees out of phase)

It is similar to a power card but taken with the indicator drum rotation 90
degrees out of phase. It highlights the fuel injection process, point of
injection and compression pressure as shown in fig 2.

Fig-2

3. Compression Cards

Compression diagram is taken in similar manner to the power card but

the fuel shut off in the cylinder

The height of this curve shows maximum compression pressure(as

shown in fig 3)

If the compression and expansion line coincide, it indicates that

indicator is correctly synchronized with the engine

Reduction in height of this diagram shows low compression which may

be due to worn cylinder liner, faulty piston rings, insufficient scavenge
air or leaky exhaust valve
 Fig-3

4. Light Spring Diagrams

It is a diagram taken similar to the power card and in phase with the
engine, but with a light compression spring fitted to the indicator. It
shows the pressure variations during exhaust and scavenge
operations(as shown in fig 4). It can be used to detect faults in these
operations
 Fig-4

Q2. Draw and explain lubricating oil system for large 2 stroke engine.
Explain the oil flow in the engine?
Ans-
The lubrication oil from the main engine sump is collected in a sump tank
below the engine. The LO pumps are protected by a pressure relief valve
which opens when the pressure rises over a preset value. These valves are
not modelled in detail and are not available from the variable list. The
service tank oil can also be circulated by the LO purifier. New oil is
supplied by a make-up pump with flow directly to the sump tank. The
lubrication oil is cooled in two LT fresh water cooled LO coolers and is
then passed through an automatic backflush filter or a standby
conventional filter before it enters the main engine. The LO temperature
is controlled by a PI controller, which regulates a by-pass valve for the
LO coolers.
The LO system consist of filter of size half the bearing clearance. The LO
filters must be checked regularly to avoid pressure/flow reduction. The
sump tank oil level will gradually decrease due to oil consumption and
possible drain/sludge discharge from the purifier. The level is unstable in
poor weather and if the level is low, there may be false alarms/shut
downs. If the purifier is operated with “broken” water seal, oil is
continuously discharged to the sludge tank and there is a risk of emptying
the LO sump tank completely. The oil pressure after the pumps will be
reduced towards zero as the LO sump tank runs dry.
The oil temperature in the sump tank is affected by the return oil
flow/temperature from the main engine, the oil flow/temperature from the
purifier and the heat loss to the surroundings. If all inlet flows stop, the
temperature will gradually approach ambient air temperature. Low oil
temperature gives reduced flow at main engine.
Cylinder Lubrication
A simple cylinder lubrication model is included. The day tank is refilled
by pump from the storage tank. There will be a steady consumption of
cylinder oil, dependent on main engine speed.
The cylinder LO tank must be refilled periodically. At low cylinder LO
tank level there will be ME slow down/shut down.
Cam Lubrication
The lubrication oil from the main engine cam shaft is collected in a cam
shaft LO tank.
Cam LO tank make-up is taken from the LO inlet main engine line.
Discharge of the tank is directly to the spill oil tank.
The cam lubrication oil is cooled by a LT fresh water cooled LO cooler
and is then passing a double filter before it enters the main engine. The
LO temperature is controlled by a P controller, which regulates a by-pass
valve for the cam LO cooler.
The LO filters must be cleaned regularly to avoid pressure/flow
reduction.
Q3. Explain the properties of the lubricants and various contaminants
and tests carried out to remove contaminant on board.
Ans-
The various properties of the lubricants are
Viscosity – it is valued property of a lubricating oil which
determines the flow of lubricating oil in the clearance space
between two bearing surfaces. Factors taken into account include
engine speed, bearing running clearances, and working
temperature.
Oiliness – it is the property of the oil’s amenability to adhere to
the surface. The oiliness is a desirable property in diesel engine
lubricating oils as it promote viscous drag so essential for fluid film
as well as boundary lubrication.
Anti oxidation – it is required to prevent deterioration while in
storage or in service. These components are organic acid, resin,
sludge, and asphaltic material.
Stability at high temperature
Alkalinity – The alkaline oil is likely to protect the liner surface
against corrosive attack by neutralizing weak sulfuric and
 sulfurous acids formed on metal surface as acid dew .it is induced
in oil by blending with additives.
Detergency/Dispersancy – it is used to remove the harmful
deposits in the body of piston or in ring groove, cylinder liner ,
crankcase . Keeps the system clean and trouble free.
Demulsibility – This helps to separate oil water emulsion.
Flash point – flash point should be high above 200°C so that under
faulty working condition oil vapour may not ignite.

Contaminants in lube oil are:-

Contamination by unburnt fuel – it lowers the flash point, lowers
viscosity and reduces the film strength of oil.
Contamination by carbon – formed due to localized heating on
bearing surfaces. It thickens the lube oil which increases the
viscosity and flash point but reduces load carrying capacity.
Water contamination – it may happen due to leakage from piston
cooling system or leakage through cooler and tank top. It lead to
formation of an emulsion. Reduces the lubricating property.
Contamination by acid – it occurs due to sulphur derivative
compound in combustion gases get contaminated to lube oil
through leaking piston and scrapper rings.
Contamination by solid impurities – it can be contaminated by
ferrous particles in the system, wear products of bearing white
metal and journal surface, ash from residual products of
combustion, corrosion product or sludge from storage tank.
Microbiological degeneration - the anaerobic bacteria also called
sulphur reducing bacteria grow in water present at bottom of oil
sump and use the organic hydrocarbons and additives as food.
They break the oil chain and produce acid and sludge. Promote
formation of stable emulsion, produce corrosion cell and
hydrogen sulphide . It is detected by smell of rotten egg allows
with dis colouration of oil, formation of sludge and loss of
property value of oil.
Test carried to remove contaminants:-
To maintain these properties while in operation the lube oil must
be checked time to time both on board and in shore laboratory.
Taking sample on-board
The on-board lube oil tests are carried out by taking samples from
the sampling point, which should be located after the system, with
the system in running condition. Before taking the sample, oil
must be drained so that stagnant oil in the sampling point is
removed.

Water Content test

5 ml of sample is taken inside digital water content meter mixed with 15 ml of

reagent containing paraffin or toluene. Before closing the lid of the digital
meter, a sealed sachet containing calcium Hydride is kept and container
closed tight. The meter is shaken by hand and the pressure rise due to the
chemical reaction in the test container is shown as water percentage in the
digital display.

pH Test

It is done by using a pH paper which changes colour once in contact with oil
and it is then compared with standard values. This test determines the reserve
alkalinity of the oil sample.

Viscosity Test

This test is performed by using a Flow stick in which two paths are provided
for flow of oil side by side. In one path fresh oil is filled and in other side path
used sample oil is filled. Now the flow stick is tilted allowing oil on both paths
flowing in the direction of the tilt due to gravity.

Spot test

In this test a drop of lube oil is put on the blotter paper and it is then dried for
few hours. The dry spot is then compared with the standard spot available
which determines the insoluble components in lube oil.

Flash point test

This is performed by using Pensky Martin closed cup apparatus which

determines the temperature at which the vapour will flash up when an
external ignitable source is provided. As per the regulation, this apparatus
generally carried on passenger ships.

Water Crackle test

It is another method of determining water presence in the lube oil where the
oil sample drops are heated in an aluminium container over a flame. If water
is present crackling sound will come.