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Motor Engineering Knowledge

 
1. See task C11.3.
2. See task C11.3.
3. a) This is a safety check to ensure that the engine is free to turn and that any liquid which may have
collected in the cylinders is forced out. The indicator cocks must always be open when the turning gear is
operated.
b) This is so that any liquid that may have collected in the cylinders is forced out. Not only that, it
also keeps the piston from jamming and prevents likely damage to parts and equipment (e.g. turning gear motor).
c) This allows gradual cool down of hot surfaces/engine parts, and counteracts the formation of
carbon deposits in piston crowns.
d) It may be used because the integrated loop in the auxiliary engines will ensure a constant
temperature of about 80ºC at the auxiliary engine outlet, which is suitable for being circulated in the main
engine. Keeping the engine preheated avoids unnecessary heat and cold contractions and
thus keep the engine ready to run at all times.
4. a) A turbocharger repeatedly surging may be due to a scavenge fire. The immediate action would be
to slow the engine down and/or reduce its load, after informing the bridge.
b) Air start manifold/branch pipe overheating local to one unit may be due to a faulty (leaking) start
air valve (leakage of hot gases from the engine cylinder into the starting air branch pipe). The immediate
action would be to slow the engine down and/or reduce its load, after informing the bridge and then
isolate the affected unit.
c) Low scavenge air temperature alarm may be due to low coolant inlet temperature. The immediate
action would be to reduce seawater flow rate in coolers (central cooling system).
d) Engine misfires “fuel rail pressure low” alarm activates, booster pump pressure high may be due
to clogged filters or leaks. The immediate action would be to slow the engine down and/or reduce its
load, after informing the bridge.
5. a) • Excessive wear of liners;
• Worn out piston rings;
• Poorly maintained scavenge spaces;
• Poor combustion due to faulty injectors or improper timing.
b) • Loss in power and irregular running of engine;
• High exhaust gas temperatures and smoky exhaust.
• Surging of turbocharger;
• High scavenge air temperature.
c) • A scavenge fire could lead to potential damage of engine parts;
• A scavenge fire could lead to an engine room fire.
d) (i) • Inform bridge/Chief Engineer and reduce the engine speed;
• Shut off fuel supply to the affected unit;
• Increase lubrication to affected unit. Make sure it does not feed the fire;
• Ensure scavenge drain is tightly shut.
(ii) • Inform bridge/Chief Engineer, reduce the engine speed and when possible bring it
to a stop;
• Engage the turning gear and keep the engine rotating (helps preventing the piston
from seizing in the liner);
• Maintain normal cooling;
• Activate fixed fire extinguishing medium.

 
  
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6. a) Prior to entry into scavenge space for inspection; the following procedure should be applied:
• A safety meeting should be held to discuss all aspects of safety and operational/inspection
procedures;
• An entry permit should be obtained for the space to be entered;
• Possible hazards associated with the entry should be identified and the risks assessed;
• Proper ventilation of the space should be evaluated and carried out;
• A standby and/or rescue person/team should be in place;
• Space atmosphere should be checked and evaluated. The testing should include:
• Ensure access doors are secured in the open position;
• Ensure pockets are emptied.
b) • It helps preventing scavenge fires;
• It helps ensuring there is no build up of sludge or excessive oil deposits and that the
drains are clear;
• Allows for checking the condition of scavenge relief valves and temperature probes;
• Allows for inspection of piston, rings and liners through the scavenge ports;
c) See A5 d).

7. a) Maintaining the temperature of the scavenge air above the dewpoint is important for preventing
liners corrosion (due to moisture content in air if below dewpoint).
b) Maintaining the fuel at the correct viscosity for injection leads to improved atomisation, and thus
better combustion, which then translates in engine efficiency.
c) This is important for monitoring the deterioration of oil with time; check for contamination with
other oil, water or bacterial attack, and above all to ensure smooth and efficient running.
d) The rotation of exhaust valves ensures and assists in removal of deposits between seat and landing
face. It will also ensure even temperature and wear around the valve.
8. a) The engine is mounted on chocks and side chocks are fitted to prevent the engine from moving
sideways.
b) Bedplate is the foundation on which the engine is built. It basically consists of two longitudinal
girders, which run the length of the engine.
c) Tie rods or tie bolts are fitted to hold the bedplate, frames and entablature firmly together in
compression and to transmit the firing forces to the bedplate.
d) The entablature (cylinder block) serves as a structural component of the engine. It has machined
surfaces to provide a precision fitting to matting parts.
e) Holding down bolts secure the engine into the ship (provide engine uplift resistance). At the
bottom, the holding down bolts are connected to a strong foundation.
f) Crankshaft is the part of the engine that translates reciprocating linear piston motion into rotation.

9. a) See A11 c).

b) The purpose for the treatment is to remove/prevent impurities that could:
• Cause damage to fuel pumps and fuel valves;
• Result in increased cylinder liner wear;
• Be detrimental to exhaust valve seats;
• Give increased fouling of gas ways and turbocharger blades.

10. a) This is undesirable because the fuel would ignite and the product of combustion (hot gases)
would be allowed in the starting air line, and that could in turn cause an explosion in the starting air line.
b) This is prevented by an interlock in the engine starting system. Control air acts to open the
puncture valve (of the fuel pump), thus returning fuel oil from the discharge side to the suction side,
preventing that injection takes place.

 
  
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Leakage on the air start valve is shown by overheating of the branch pipe connecting the starting
c)
air valve to the starting air rail. The temperature of each supply pipe is normally checked (by touch)
during manoeuvring (starts and stops).
d) • Inform the Bridge/CE and keep the engine load to a minimum;
• Isolate the affected unit (operate puncture valve, etc.);
• When navigationally safe, stop the engine and fix the problem.

11. a) • Valve spindle tightness;

• Opening pressure;
• Direction of jet;
• Atomisation and tightness of ‘O’ ring.
b)

c)• In the bunker tanks, fuel is kept above its pour point, but below flash point;
• From the bunkers, HFO is normally passed through strainers into settling tanks;
• In the settling tanks, it is normally heated to approximately 72ºC, or 6°C below the flash-point,
whichever is lower.
• Still in the settling tanks, any water and impurities that might have collected in the bottom is
drained out.
• The transfer of fuel oil from the settling tanks to the service tanks is normally carried out using
the HFO centrifuges. These further remove dirt and water particles from the fuel.
• In the service tanks, fuel is kept at about 93ºC.
• When required for usage in the engine, fuel is further passed through heaters, filters and a
viscosity regulator, which finally adjusts the correct viscosity-temperature parameters for better
atomisation.

12.

 
  
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13. a) (i) • Early ignition;

• Loss in power with consequent loss in efficiency due to early ignition;
• Overload of engine and bearings;
(ii) • Late ignition;
• Loss in combustion pressure;
• High exhaust gas temperature;
• Loss in power with consequent loss in efficiency.

14. a) See A 11 a)
b) See A 11 b)

15. a) To adjust the tension of the chain the engine is turned so that the slack side of the chain is on the
chain tightening wheel side. The effective length of the chain-tightening bolt is altered by turning the
adjustment nuts (after locking washers and locknuts have been loosened).

b) Cylinder lubricators; Start air distributor; fuel pumps; etc.

16. a) Boiler scale is caused by impurities being precipitated out of the water directly onto heat transfer
surfaces or by suspended matter in water settling out on the metal and becoming hard and adherent.
b) • It causes overheating and failure of boiler tubes.
• Reduced heat transfer rate, which results in reduced boiler efficiency;
c) Hardness salts (which cause scale), can either be prevented/removed before they enter the boiler,
through effective water treatment, or, once in the boiler, by blowing down, thus avoiding that the liquid
becomes saturated.

17. a) • Blow-down valve left accidentally open;

• Low water level in feed tank;
• Leakage in boiler feed water line;
• Low feed water pressure.
b) Assumption: All valves/vents have been lined up and boiler is ready to be started.
• Boiler is purged;
• Burner is started on manual control mode – low load;
• Vent valve is closed after steam starts coming out;
• Burner is changed over to automatic-mode at about 0.5bars below working pressure;

18. • Low-low water level – It requires fuel to be cut off to prevent overheating boiler tubes/parts;
• Low combustion air pressure – The combustion will be incomplete and emissions level will rise.

 
  
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• High steam pressure – Could cause damage to boiler parts and downstream components;
• Burner not in firing position – Endangers the whole engine room and the personnel working
(dangers of ER fire).

19. • Safety valves – These are normally tested for correct lifting and operation by easing the valve off
its seat (using the easing gear);
• Water level alarm – This is tested by electronically simulating a low or high-level signal in the
detector (boiler should be on manual-mode). Alternatively, the quick drain method could also be used.
• Fuel cut-off trip – This is tested when simulating a low-low water level condition with the boiler in
the automatic-mode.
• Water gauge glass – These are normally tested for correct operation by blowing down the gauge
glass.

20. a) (i) • Boiler priming (carryover) and consequent damage to downstream components.
• Water hammering in the steam system;
(ii) • Steam generation rate is affected.
• Boiler parts (tubes) start becoming exposed to potential failure.
(iii) Heated tubes become uncovered and are no longer cooled by boiler water. The metal
temperature rapidly increases, its strength is reduced and collapse or rupture might follow.
b) • Check for leaks on cocks. First, close steam and water cocks and open the drain. Nothing
should blow out if steam and water cocks are not leaking;
• ​In order to check that the water cock connection to the boiler is clear, open and close the
water cock to see if water blows out;
​ • In order to check that the steam cock connection to the boiler is clear, open and close the
steam cock to see if steam blows out;
• Close the drain cock. ​
• Open the water cock. Water should gradually rise up to the top of the gauge glass. Then open
the steam cock and the water in the glass should fall to the level of the water in the boiler.
c) In a low-pressure boiler, gauge glasses are normally blown every watch, and on top of that,
whenever the operator is in doubt or has spotted a deviation.

21. See A 20 b)

22. a) • Control dampers position is automatically set;

• Forced draught fan starts (for purging and air circulation);
• Fuel oil and combustion air pressure build up (fuel oil delivery valves are still closed);
• After satisfactory purging, high voltage electrodes are energised;
• A solenoid valve is opened to allow pilot air and fuel for pilot flame;

 
  
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• Should the burner fail to ignite after a pre-determined period, supply is cut-off and the boiler
locks out. Boiler would have to be restarted;
• Should the burner ignite, main air and fuel supply would be allowed to the combustion camber;
• High voltage supply to electrodes is then cut out.
• Burner will then run intermittently as programmed, i.e. when a set parameter inside the boiler is
reached (e.g. steam pressure; boiler temperature-pressure level; etc.) the burner will stop. On reaching a
low limit, it will start again, following the same sequence.
b) See A18.

23. a) Loss in air pressure – Check the forced draught fan air suction filters are clean and ensure there
is no blockage to the air inlet. Ensure electric motor is working to requirements too.
b) No high-voltage supply to ignitors or dirty tips – Check supply cables to ignitors are in proper
condition. Remove ignitors and clean electrode tips. Test connections to ignitors.
c) Low pilot air or fuel pressure – Check fuel and air pressure settings are optimum and adjust
accordingly. Check fuel pump operation and ensure air channels are not obstructed.
d) Low-low water level – Fill up the boiler to normal starting-working level. Ensure blow-down valve
is closed and that boiler is not leaking.

24. • Safety valves;

• Water level gauge glasses;
• Air release valve or boiler vent;
• Blow-down/scumming valves;
• Feed check/control valves;
• Pressure gauges;
• Stop valves (main and auxiliary)
• Boiler water sampling unit.

25. a)

b)The power indicator card is a graphical representation of pressure and volume within the engine
cylinder. From the diagram the Indicated Power IP for each cylinder can be calculated by calculating the
area of the diagram mathematically using the mid-ordinate rule or by using a planimeter. The results of
the IP calculated along with the compression and maximum pressure levels registered are then compared
against optimum values (provided by manufacturer)

26. a) • Constantly cleaning/replacing the suction air filters;

• Replacing/renovating the lubrication oil at appropriate intervals;
• Replacing any worn parts promptly.
b) • Check for correct quantity of oil (through inspection glass);

 
  
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• Turn on the cooling medium and make sure it is flowing properly;

• Open the oil and condensate drain valves on the compressor;
• Drain the compressed-air delivery pipe and open the feed valve to the receiver;
• Press the start button or activate applicable start mechanism.
c) • Continuous running of the compressor (pressure not reaching the “cut-off” point);
• Excessive oil consumption;
• Compressor overheating;
d) • Dirty suction air filter or lack of suction air filter;
• Use of incorrect grade of oil;
• Poor maintenance schedule;
• Worn parts (e.g.: valves; piston rings; etc.)
e) A test to establish performance would be the comparison between actual performance of the
plant with design/standard values. Compressor should be checked for oil consumption levels;
temperatures levels; air delivery capacity; etc.; all against design values.

27. a) • Dirty or clogged suction air filters;

• Leakage in the system (e.g.: in air delivery pipe; in air receiver; etc.)
• Throttled (partially closed) delivery valve;
• Compressor underperforming (due to worn piston rings – poor sealing; damaged parts; etc.).
b) • Relief valve;
• Bursting disc;
• Flame arrestor;
• Non-return valve.

28. a)

The relief valve is a type of valve used to control or limit the pressure in a
system or vessel, which can build up by a process upset, instrument or
equipment failure, or fire.
The pressure is relieved by allowing the pressurised fluid to flow from an
auxiliary passage out of the system.

The device on the waterside is provided so that in the event of failure of the air cooler, any excess
b)
pressure is relieved, thus avoiding damage to the casing of the compressor.
c) Failure of the safety device to operate could lead to failure of the cooler (compressor) casing,
due to pressure accumulation, with catastrophic results.

29. a) • Relief valve;

• Bursting disc;
• Flame arrestor;
• Non-return valve.
• Turning gear interlock.
b) See A10 c).
c) Allowing such condition to persist could lead to an “air start explosion”.

 
  
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30.

31. a) The function of the turbocharger is to provide a greater volume of air under pressure (by forced
induction) through the intake into the cylinder.
b) • Turbocharging can dramatically improve an engine's specific power and power-to-weight ratio,
performance characteristics, which are normally poor in non-turbocharged diesel engines.
• Turbocharger makes use of the exhaust gas form the main engine, which would otherwise be
lost, thus increasing overall plant efficiency.
c) Turbochargers are cooled by water from the jacket cooling water system. Lubrication for these
is normally supplied from the main lube oil system. In case of supply failure from the main lube oil system,
lubrication of the turbocharger bearings is provided by a gravity header tank, that is able to supply lube
oil until the rotor is at a standstill, or until normal supply is re-established.
d) The turbocharger's compressor draws in ambient air and compresses it before it enters into the
intake manifold at increased pressure. This results in a greater mass of air entering the cylinders on each
intake stroke. The power needed to spin the centrifugal compressor is derived from the kinetic energy of
the engine's exhaust gases, which drive the turbine wheel connected to the compressor.

e) (i) Suction filters are used to prevent foreign particles (impurities) from entering the
turbocharger. These are placed in the compressor side.
(ii) Exhaust grids are used to prevent any heavy particles (e.g. loose metal parts) from reaching
the turbocharger. These are placed in the turbine side.
(iii) Charge air coolers are used to cool engine air after the turbocharger. They lower the air
temperature, for the optimum power for the combustion process.

32. a) See A 31 b).

b) (i) • Poor (reduced) air supply to engine;
• Surge of turbocharger;
• Loss in power, with consequent loss in efficiency;
(ii) • Increased vibration;
• Turbine imbalance;

 
  
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• Loss in power, with consequent loss in efficiency;

c) • Dry cleaning: The cleaning is effected by injecting a specified volume of crushed nut shell or
similar. The highest efficiency is obtained at full load (cleaning should not be carried out below half load).
• Water cleaning: The cleaning is effected by injecting atomised water through the gas inlet, at
reduced engine load.

33. a) For preventing soot build up, which could lead to reduced heat transfer rate between exhaust
gases and boiler water or even cause a fire.
b) For preventing the formation of sulphuric acids, which could lead to corrosion and parts failure.
c) • Sparks/flames/black smoke from the funnel;
• High exhaust gas temperature after economiser;
• High water/steam temperature return to steam drum.

34. a) Oil Mist Detector (O.M.D).

b)The crankcase doors are spring-loaded valves, which open when there is a dangerous rise in
pressure in the crankcase, normally due to a crankcase explosion. They operate to release the excess
pressure and re-seat once the pressure has settled to prevent ingress of air, which could lead to a
secondary explosion.
A deflector shield secures the valve spring and directs any gas emitted in a downward arc of 120º where
the damage caused will be minimal.

35. • Inform the bridge/CE immediately;

• Ensure engine is slowed down;
• If navigationally possible, bring the engine to a complete halt and increase lube oil flow;
• Cut off fuel supply to the engine;
• Engage the turning gear and open indicator cocks to prevent seizure of overheated parts;
• Stop air blowers;
• Open skylight/hatch store and leave the E/R;
• Prepare FFE and keep it on standby, should it be needed;
• Further investigation should be carried out after at least 20 minutes.

36.• Inform the bridge/CE immediately;

• Ensure engine load is brought down (by reducing CCP pitch). This is normally done automatically
when on bridge control;
• If navigationally possible, bring the engine to a complete halt and increase lube oil flow;
• Cut off fuel supply to the engine;
• Engage the turning gear and open indicator cocks to prevent seizure of overheated parts;

 
  
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• Stop air blowers;

• Open skylight/hatch store and leave the E/R;
• Prepare FFE and keep it on standby, should it be needed;
• Further investigation should be carried out after at least 20 minutes.

37. The 2-stroke cycle is so called because it takes two strokes of the piston to complete the processes
needed to convert the energy in the fuel into work.

• The crankshaft is revolving clockwise and the piston is moving up the cylinder, compressing the charge
of air and thus increasing its pressure and temperature. By the time the piston is approaching TDC, the
pressure is over 100 bars and the temperature over 500ºC.

• Just before TDC (approx. 10º BTDC) fuel injection starts. Fuel, atomised into tiny droplets, heats up
very quickly and starts to burn. Approx.. 12º ATDC fuel injection is stopped. The expanding gas from the
fuel burning forces the piston down the cylinder, turning the crankshaft. It is during this stroke that work
energy is being put into the engine.

• As the piston moves down the cylinder, the useful energy from the burning fuel is expended. At about
110º 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. Pressurised air
enters the cylinder via these ports and pushes the remaining exhaust gas from the cylinder in a process
known as “scavenging”.
The piston now goes past BDC and starts moving up the cylinder. The exhaust valve closes, the scavenge
ports are covered and compression begins. The cycle then repeats itself.

38. The 4-stroke cycle is so called because it takes four strokes of the piston to complete the processes
needed to convert the energy in the fuel into work.

 
  
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• Induction: The crankshaft is rotating clockwise and the piston is moving down the cylinder. The inlet
valve(s) is (are) open and a fresh charge of air is being drawn/pushed into the cylinder.

• Compression: The inlet valve then closes and the piston compresses the charge of air, as it moves up
the cylinder, thus increasing the air pressure and temperature. By the time the piston is approaching TDC,
the pressure is over 100bars and the temperature over 500ºC.

• Power: Just before TDC fuel injection starts. Fuel, atomised into tiny droplets, heats up very quickly and
starts to burn. Fuel injection ceases a few degrees ATDC. The expanding gas from the fuel burning
forces the piston down the cylinder, turning the crankshaft. It is during this stroke that work energy is
being put into the engine.

• Exhaust: As the piston approaches BDC, the exhaust valve(s) starts to open. As the piston now moves up
the cylinder, the hot gases are expelled from the cylinder.
As the piston approaches TDC again, the inlet valve starts to open, the exhaust valve closes and the cycle
repeats itself.

39.
2-stroke slow speed diesel engine 4-stroke medium speed diesel engine
The piston fastens to a vertical piston rod, whose lower end is attached The piston is connected directly to the upper end of the
to a “crosshead” that then connects to a connecting rod connecting rod (using a swivelling gudgeon pin)
Uses inlet (scavenge) ports for air admission Uses inlet valves
Has under piston scavenge space Has inlet air manifold
Uses diaphragm (with stuffing box) for separation of
combustion/scavenge spaces and crankcase
No separation/isolation of spaces
Con-rod side thrust is absorbed by piston skirt and then into cylinder
Uses guide faces for absorbing side thrust of con-rod walls

40. a) • In a crosshead engine, guide faces take side thrust, unlike a trunk piston engine where the thrust
is taken by the piston skirt and then into the cylinder walls.
• The combustion and scavenge space in a crosshead type engine are separated from the
crankcase by the diaphragm plate and stuffing box, unlike a trunk piston engine.
b) See A37.

41. a) It ensures that the valves close properly when they expand as they get to operating temperature
and it also helps ensuring the proper timing is maintained.
b) (i) Too large a clearance will cause the valve to open late and close early. This causes noise and
may eventually break the impacting surface and, also cause a consequent disturbance in engine
performance.
(ii) With too small a clearance, not only there is a chance that the valve will not close properly
when it comes up to temperature, but it will also open early and close late. In extreme cases, it may
prevent the valve from closing completely and, also cause a consequent disturbance in engine
performance.

42. a) After the problem has been informed by the “bridge”, ensure C/E is summoned to ECR and then:
• Match ECR telegraph and speed control lever to that of bridge and actual speed and
direction of rotation of engine;
• Match ECR CPP control lever to that of bridge and propeller;
• After matching these parameters, carry out control transfer from Bridge to ECR as per

 
  
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manufacturer’s instructions;
• If the Engine and CPP are still not responding, changeover to local control as per
manufacturer’s instructions;
b) • First, change control from Wheelhouse to ECR and then to Local. This could be done with the
engine stopped as well as running condition;
• In the local control station, changeover the fuel pump control to manual (disconnect the governor);
• The arrangement, which may be of the cone clutch or a mechanical lever, has an attachment
for operating the fuel racks directly;
• Remove the locking pin or clip, if applicable;
• After the fuel racks are attached to the manual handwheel control, wait for bridge orders;
• Respond to the telegraph and operate the fuel control lever. Watch the “tachometer” to help
ensure the proper speed range is kept.

43.