DIZON, ALLEN G.

320-0013
BSMT 23-A1

MARPOWER 234 ASSIGNMENT

1. What is a two-stroke cycle engine?

- The two-stroke cycle is completed in two strokes of the piston or one revolution of the
crankshaft. In order to operate this cycle where each event is accomplished in a very
short time, the engine requires a number of special arrangements.

- The two-stroke cycle engine, with one working or power stroke every revolution, will,
theoretically, develop twice the power of a four-stroke engine of the same swept volume.
Inefficient scavenging however and other losses, reduce the power advantage. For a
particular engine power, the two-stroke engine will be considerably lighter - an important
consideration for ships.

2. What is a four-stroke cycle engine?

 The four-stroke cycle is completed in four strokes of the piston, or two revolutions of
the crankshaft. In order to operate this cycle, the engine requires a mechanism to
open and close the inlet and exhaust valves. An internal combustion engine in which
the working cycle is completed in four strokes of the piston (i.e., in two revolutions of
the crankshaft). A 4-stroke engine can be installed on the ship to produce electrical
power and also to propel the ship (usually in small size vessel). This engine takes 4
cycles to complete the transfer of power from the combustion chamber to the
crankshaft.

3. Different types of engines

 The Diesel and Otto cycles

- Back in the 19th century when internal combustion engines were in the very early
stages of development, two men – Nikolaus Otto and Rudolph Diesel – devised
different means of initiating combustion of the fuel. Otto’s method was to compress
the fuel to a particular volume and to then apply a source of ignition in the form of a
spark. Diesel’s method was to continue to compress the fuel until it ignited
spontaneously due to the heat produced by the higher compression used.
- At similar pressures, the Otto engines are considered more efficient but, because
they make use of much higher pressures, in practice Diesel engines are more
efficient and consume less fuel.

 Two-stroke diesel engines

- The two-stroke cycle is completed in two strokes of the piston or one revolution
of the crankshaft. In order to operate this cycle where each event is
accomplished in a very short time, the engine requires a number of special
arrangements.

 Camshaft-less engine development

- For most of the history of the internal combustion engine, mechanical control of
inlet and exhaust valves has been by way of a camshaft. In October 1998, the
first electronically-controlled intelligent engine – a MAN B&W 6L60ME – was
installed heralding the gradual demise of the camshaft-controlled two-stroke.
That process is still continuing and now less than one in ten of all two-strokes are
camshaft models.

 NOx control measures in two-strokes

- The development of electronic engine control has allowed the two-stroke to meet
the challenges posed by the NOx Code. However, the requirements of Phase III
which came into effect in 2016 for new vessels operating in ECAs mean other
measures are needed as well. Unlike with four-stroke engines, Miller timing is not
possible on two strokes so although the electronic control can allow the Tier II
requirements to be met quite easily by way of variable exhaust valve closing, two
other means are employed on new vessels either alone or in combination
depending upon the engine and the operating parameters need to meet the
trading strategy of the ship.

 Four-stroke diesel engines

- A 4-stroke engine can be installed on the ship to produce electrical power and
also to propel the ship (usually in small size vessel). This engine takes 4 cycles
to complete the transfer of power from the combustion chamber to the
crankshaft.

 Multiple engine systems

- With the notable exception of a small number of twin-propeller tankers and
container vessels, most two-stroke engines are installed as the sole prime mover
on the vessel. By contrast, on ships with highly variable power demands, such as
a cruise ship or offshore vessel, it would be quite common to find four, six or
occasionally more four-stroke engines installed.
 - A multiple engine arrangement also means that failure of a single engine will
rarely have disastrous consequences. The power arrangements on multiple-
engine vessels will normally mean that engines of different outputs are available.
This can be achieved by having engines of the same type but with different
cylinder numbers or larger bore engines supplemented by smaller bore types.

 Diesel electric systems

- Unlike the mechanical power that is delivered directly to a propeller or through a
gearbox, electric power produced by four-stroke gensets needs to be managed
to allow for safe and efficient distribution to all the consuming systems. Opting for
a diesel-electric propulsion system does mean that electric motors must be used
to power any propulsors.

4. Different types of fuel

 Biofuels
- Bio-diesel is a catch all term for a wide variety of products. It is possible to
produce a bio-diesel from plant material, animal material and various
combinations of both. Often a small quantity of bio-diesel can be added to
mineral diesel to produce a more stable fuel. There are few cases of biodiesel
being used on a commercial scale in large marine engines but its use in leisure
engines is more widespread.

 Low-Sulphur choices
- The IMO has decided that the final reduction of permitted Sulphur levels in fuels
currently regulated under MARPOL Annex VI will take place in 2020. It is not
certain if the refining industry will accommodate that date by producing low-
Sulphur fuels in the needed quantity and if it does not, then the quantity of
distillates, which will be the only option to ships without scrubbers or able to run
on LNG, may also be well below what is needed for the shipping industry to
function.

 Distillate fuels
- Distillate fuels such as DMA and DMB usually referred to as MGO and MDO
respectively are frequently used in the main engines of most ships not running on
ULSFO or fitted with scrubbers and operating in ECAs and by smaller ship types
as a normal fuel of choice. Distillates also power most auxiliary engines on all
ship types although some larger vessels will use IFO when possible.

 Emulsified fuels
- Water in fuels can be a problem and most engine makers traditionally
recommend that water in HFO should be removed entirely by separation before
entering the engine. This is mostly due to the fact that cat fines are more easily
transported in water and sea water in the fuel oil is a major source of sodium.
Sodium, along with ash and vanadium is to be avoided where possible because
 compounds of the chemicals tend to promote mechanical wear, high temperature
corrosion and the formation of deposits in the turbocharger and on the exhaust
valves.

 Non-oil fuels
- Currently the only alternative fuel to oils that is used in any quantity is liquefied
natural gas (LNG). It is formed by cooling natural gas to a very low temperature (-
162°C) until it condenses into a cryogenic liquid. In this state it has significantly
higher energy content per volume – 1 liter of LNG contains approximately 600
liters of natural gas.

5. Different auxiliary machineries

 Compressed Air Systems for various shipboard operations

- The main aim of a compressor, as the name suggests, is to compress air or any
fluid in order to reduce its volume. Some of the main applications of compressors
onboard ships are main air compressor, deck air compressor, AC compressor
and refrigeration compressor. Failure to start or control air compressor can be
inconvenient, costly and can carry risks, which need to be managed.

 Marine air compressors working principles

- Control or instrument air supplies have particular requirements with regard to

being moisture and oil free and without impurities. A special type of oil-free
compressor may be used to supply control air or it may be treated after delivery
from an ordinary air compressor. This treatment results in the air being filtered
and dried in order to remove virtually all traces of oil, moisture and any
atmospheric impurities.

 Coolers at sea- Shell and tube type coolers and plate type coolers

- Heat exchangers on board ship are mainly coolers where a hot liquid is cooled by
sea water. There are some instances where liquid heating is required, such as
heavy fuel oil heaters and sea water heaters for tank cleaning. Although being
heat exchangers, the main condenser for a steam ship and the
evaporator/distiller are dealt with separately.

 Distillation system- Production of distilled water for ships use - The

evaporation process

- Distillation is the production of pure water from sea water by evaporation and re-
condensing. Distilled water is produced as a result of evaporating sea water
either by a boiling or a flash process. This evaporation enables the reduction of
the 32000 parts per million of dissolved solids in sea water down to the one or
two presents in distilled water. The machine used is called an 'evaporator',
although the word 'distiller' is also used.
  Oily water separator and filter unit for 15 parts per million purities

- Oil/water separators are used to ensure that ships do not discharge oil when
pumping out bilges, oil tanks or any oil-contaminated space. International
legislation relating to oil pollution is becoming more and more stringent in the
limits set for oil discharge.

 Sewage treatment on board- biological and chemical sewage treatment

plant

- The discharge of untreated sewage in controlled or territorial waters is usually

banned by legislation. International legislation is in force to cover any sewage
discharges within specified distances from land. As a result, and in order to meet
certain standards all new ships have sewage treatment plants installed.

 Where are stabilizing fins fitted? - function of it controlling ships motion

- Stabilizing fins are fitted to ship's sides below the waterline to reduce rolling of
the hull by wave action. The fins achieve this by imposing an equal and opposite
motion. Retractable fins of aero foil section use the forward velocity of the ship to
create this opposing motion.

 Incinerator for ships

- Stricter legislation with regard to pollution of the sea, limits and, in some
instances, completely bans the discharge of untreated waste water, sewage,
waste oil and sludge. The ultimate situation of no discharge can be achieved by
the use of a suitable incinerator. When used in conjunction with a sewage plant
and with facilities for burning oil sludges, the incinerator forms a complete waste
disposal package.

6. Major components of a marine diesel engine

 Bedplate
- A bedplate is made of two parallel girders running across the length of the
engine. They are connected together with another set of girders” Transverse
Girders “. It is positioned on the either side of the trust collar between the crank
throw. A bearing support made of cast steel are embedded on these transverse
girders.
- It works as a foundation block for the two-stroke marine diesel engine. They are
right at the same time strong and flexible to support weight and handle fluctuating
forces produced by the engine.
 Crankshaft
- A crankshaft is an engine component subjected to high torsion and fluctuating
bending & shear stress. Material such as silicon (0.3%), Carbon (0.2%), Sulphur
(0.02%), Manganese (0.6%) and Phosphorous (0.02%) is used to build
crankshaft. A crankshaft must have good bearing surface, resist wear and tear of
journals and crank-pin, good strength and unlikely for fatigue failure.
 - A crankshaft is a key component of an engine transmitting cylinder power to the
propeller shaft. Basically, what it does is to convert the oscillating motion of
connecting rod / reciprocating motion of the piston to rotatory motion of the shaft.
 Camshaft
- A camshaft consists of set of cams for each unit fitted on to the camshaft
hydraulically. The whole shaft is supported by white metal line bearing with set of
cams fitted made of steel. They have a separate set of lubrication to avoid any
contamination with the fuel due to leakage.
- It is a control device which operates the three main valves (Inlet, Exhaust and
Fuel injector). It operates these valves with the help of cam follower, rocker arm
and push rod. Each cam profile is designed to produce desired speed and lift of
the follower at appropriate time.
 Frame Box
- Frame box also known as “A frame” is a separately fabricated structure mounted
on top of the bedplate. They carry crosshead guides while supporting the cylinder
block. And are secured to the bedplate using bolts.
- They support the cylinder block or popularly called as Entablature from bed plate.
 Piston
- A piston is a composite structure with crown and skirt that made the moving part
of a combustion chamber. Piston Crown is subjected to fluctuating thermal and
mechanical stresses while it transfers the combustion force to the piston rod or
connecting rod depending upon type of engine (2 Stroke or 4 Stroke). They are
designed as a concave structure at the top to provide maximum combustion
efficiency.
- The function of a piston in marine diesel engine is to convert the force of
expanding gases during combustion process to mechanical energy. While during
the compression stroke it compresses the gas in between the crown and cylinder
head with the energy provided by flywheel. A piston can be called as the heart of
an engine as it transforms all that energy under fluctuating thermal and
mechanical stress.
 Piston Rings
- A piston ring has following general characteristics such as strength, resistance
to wear and corrosion, elasticity and ability to transfer heat radially. They are
made up of alloy cast iron with added minerals like molybdenum, chromium,
titanium and nickel; Sometimes copper and vanadium are also added in their
construction.
- A piston ring provides sealing of combustion chamber by expending outwards.
By doing this they prevent the combustion gases leak or escape from the space
in between cylinder head and piston crown. It also provides proper heat transfer
between the piston and liner while facilitating lubrication control; avoiding mixture
of lube oil with the charge.
 Liner
- A liner is a thin metal cylinder inserted on top of a cylinder block and secured at
the top by cylinder head. This allows cylinder liner to expand downward when
subjected to heating. It is constructed of good quality alloy cast iron which can
withstand high temperature and pressure of the cylinder.
- The function of a cylinder liner in marine diesel engine is to provide durable and
heat resistant combustion chamber. It also provides area for cooling, lubrication,
scavenging and assist in sealing the combustion chamber. This helps prevent
 compressed gas and combustion product to escape from the engine around the
walls of the cylinder.
 Connecting Rod
- A connecting rod is fitted in between a crosshead and crankshaft in two stroke
marine diesel engine; while in between gudgeon pin and crankshaft in four stroke
engines. They are constructed of forged steel with shaped structure at both ends
to accommodate bearings. In older designs, white metal bearings were used as
bearing; while modern engines have different type of white metal used. When the
clearance of these bearings reaches manufacturer limit, they are replaced by a
new one.
- A connecting rod does the function of transforming the reciprocating motion of a
piston into rotary motion of crankshaft. It also does the work of transferring power
produced by the piston to the crankshaft.
 Cylinder Head
- A cylinder head is a structure which accompany important engine parts like inlet
valve (4 Stroke), Exhaust valve and fuel injector. They are exposed to maximum
temperature and pressure so provided with adequate cooling arrangement. They
sit on top of the liner flange and secured with a series of nut and bolts with the
cylinder block.
- Its main function is to form the top part of the combustion space; while supporting
all necessary valves required for the operation such as inlet, exhaust and fuel
injector.
 Inlet and Exhaust Valves
- Large two stroke marine diesel engine have only exhaust valves mounted on the
cylinder head. An exhaust valve opens inward to the cylinder to have positive
closing due to internal pressure. The valve is operated by the cam profile of cams
mounted on the camshaft. Modern engines use air spring rather than mechanical
springs as in older designs.
- The function of inlet valves in a four-stroke marine diesel engine is to inject a
charge of fresh air in the combustion space; while the work of exhaust valves all
marine engines is to eject out all the byproduct of the combustion.
 Turbo Charger
- One of the revolutionary developments in the diesel engine (Including Marine
Diesel Engine) that have increased the efficiency of a plant / Ship / Vehicle
drastically. It helps increase the power output for the same engine without
change in its design or size. It is also known as the supercharger in many
automobiles; but have a significant importance in the marine industry.
- The function of a turbocharger is to increase the overall power and efficiency of
an engine. It has two main parts: A blower and a turbine. Turbine rotates with the
shaft by the kinetic energy of flue gas produced by nozzle rings. On other hand a
blower rotates by the rotating shaft which in turn produce air suction and then
compression to desired pressure.

REFERENCES:

 http://www.machineryspaces.com/Two-stroke-cycle-diesel-engines.html#:~:text=The
%20two%2Dstroke%20cycle%20is,a%20number%20of%20special%20arrangements.
 https://www.iala-aism.org/wiki/dictionary/index.php/Four-stroke_engine#:~:text=An
%20internal%20combustion%20engine%20in,two%20revolutions%20of%20the
%20crankshaft).&text=Categories%3A,Combustion%20Engines%20and%20Air
%20Compressors
 https://www.marineinsight.com/main-engine/how-ships-engine-works/
 http://www.machineryspaces.com/Four-stroke-cycle-diesel-engines.html
 https://shipinsight.com/guide/the-various-types-of-engines-used-on-ships
 https://shipinsight.com/articles/explaining-the-types-of-fuel-used-on-ships
 http://www.machineryspaces.com/marine-auxiliary-machinery.html
 https://shipfever.com/marine-diesel-engine/