Function 4b

Function 4b
1. What is cylinder linear and piston ring material ? Type of heat treatment carreied out on
piston rings ?

Cylinder linear - Spheroidal graphite cast iron. (Carbon content - 3.5-3.8% of carbon)
The presence of graphite in cast iron improves the lamellar form and the material property of
sliding.

Induction hardening : Induction heating is a non contact heating process which uses the
principle of electromagnetic induction to produce heat inside the surface layer of a work-
piece. By placing a conductive material into a strong alternating magnetic field, electric
current can be made to flow in the material thereby creating heat due to the I2R losses in the
material. In magnetic materials, further heat is generated below the curie point due to
hysteresis losses.

By quenching this heated layer in water, oil, or a polymer based quench, the surface layer is
altered to form a martensitic structure which is harder than the base metal.

Piston ring - Vernicular or pearlite cast iron

During making of piston rings internal strains in the metal which might later cause
deformation of the ring and the metal is too soft and lacks sufficient resiliency to form a good
piston ring.
Quenching in oil at 14500 and drawing at 300" is a satisfactory treatment for a ring containing
approximately 0.90 per cent carbon.
Case hardening is done on piston rings to improve the wear resistance.

2. What is IBHP how to calculate? Where will you find spring constant ?

IBHP - Indicated brake horse power

The power developed inside the cylinder.

Cs – Spring constant of the drive in mm/bar (vertical move seat of the indicator stylus from for
a 1 bar pressure rise in the cylinder)

Area of the indicator diagram = a [mm2]

Average height of the diagram = a [mm2] / l [mm]
Average mean indicator pressure = a [mm2] / l [mm] x k [bar / mm]
or Pm = ( a / l ) x k [bar]
where k = spring scale in bar per mm

Work done in one cycle = Mean Indicated Pressure x Area of the Piston x Length of stroke
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= [Pm] x [A] x [L]

To obtain the power of this unit, it is necessary to determine the rate at which work is done,

i. e. multiply work by number of power strokes in one second.

Spring constant can be found from manual and plainometer box.

3. What is tensioning procedure of tie bolts ?

Material of tie rods - Mild steel

Interval to check tightness of tie rod - 24 months or 16000 hrs
Hydraulic pressure for mounting = 150 Mpa

Man B&W tightening is from free end of the engine to driving end.

4. How crosshead bearing is lubricated ? How crosshead bearing is different from other
bearings ? Construction?

The crosshead on a slow speed 2 stroke is a difficult bearing to lubricate effectively.

The load is continually downward and because the con rod swings about the pin, changing
direction each stroke, true hydrodynamic lubrication cannot take place. Instead the
lubrication starts as boundary, and as the rubbing speed increases, a hydrodynamic film is
built up. As the rubbing speed decreases the lubrication becomes boundary once again.

As engine powers and thus gas loads have increased, the difficulties with achieving effective
lubrication have increased. Larger pin diameters have helped by increasing the linear rubbing
speeds, and the continuous lower bearing has reduced the loading/unit area

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Oil grooves in the lower bearings were used to distribute the oil. The grooves in some cases
extended to the edge of the bearing, although with a reduced csa, to ensure a flow of oil
through the bearing.

The lower half of the bearing housing is formed by the top end of the connecting rod. It
supports the crosshead pin over its entire length, the piston rod being bolted to the top half
of the crosshead pin through a cut out in the bearing top half. Oil supply to the crosshead is
via a telescopic pipe from the main LO supply at a pressure of about 2.5 bar.

The lower bearing shell (tin aluminium with overlay) has oil grooves with machined wedges
as shown in the diagram and photo. The oil enters via the cut out channel in the centre. The
grooves extend right to the edges of the bearing to ensure a flow of oil, thus cooling the
bearing.

5. Why do Sulzer need to boost their crosshead oil supply pressure to 12 bar whilst MAN
B&W supply oil to their crosshead at system pressure. The answer lies in the design of the
bearing.

More than 90% of the circulated oil has the sole purpose of cooling the bearings. If you study
antique machines with open crankcases, you will see that the amount of oil for lubrication is a
few drops per minute. This is enough for maintaining the oil film in the bearing and with an
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open crankcase the friction heat is removed by air-cooling. Modern engines have closed
crankcases and a much higher bearing load - hence the need for oil cooling.

In a main bearing, the oil is pumped into the upper shell and it will cool the upper part of the
joumal. Since the shaft is rotating, it is cooled on all sides and because the oil film thickness is
very small in the loaded part, the shaft will cool the loaded bearing half as well.

A crosshead bearing is only oscillating and the lower shell is always loaded. The cooling oil
must be injected between shaft (crosshead pin) and lower bearing.

In MAN B&W engines, a set of channels have been machined in the lower crosshead bearing,
in which the cooling oil can pass. The geometry is designed in such a way that all the loaded
square centimetres of the pin are flushed with cooling oil twice every engine cycle. In
contrast, the Sulzer crosshead has a plain lower bearing without channels. In order to inject
oil between pin and bearing, they have to supply oil at a much higher pressure. The injection
will take place at around 20 degrees crank angle before TDC, where the cylinder pressure is
still low and upward inertia forces on piston is still high. There is a short interval, in which
the bearing pressure is lower than the oil pressure.

6. How sealing arrangement is carried out on telescopic pipe?

The stuffing box for the telescopic pipe incorporates a floating bushing. There is no need for
it to be completely tight, as long as the required pressure for the bearings and piston cooling
can be maintained.
The stuffing box is not acting as a guide for the telescopic pipe, as this is done by the cross-
head.

7. What is CPR ring and its purpose ?

In CPR type(controlled pressure relief rings) —the topmost ring has 6 controlled
pressure relief grooves cut across the face as shown in the figure. This ensures even pressure
distribution and decrease of thermal load to the second Piston ring as well as the liner.

CPR ring minimum depth for groove clearance = 1.8mm (ME engine 6S60ME)

8. What is CPR POP ring ?

CPR POP - Controlled pressure relief Port on plain, For small bore engines depth of the
grooves are not enough reasonable wear potential, grooves are placed on lower face are
used.

9. What is case hardening?

Case Hardening / Surface Hardening :

Case hardening is a material processing method that is used to increase the hardness of the
outer surface of a metal.

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Case hardening is done on piston rings to improve the wear resistance.

10.What are different methods of case hardening or surface hardening ?

 Carburising
 Nitriding
 Cyaniding
 Induction Hardening
 Flame Hardening

Carburising:

The Steel is heated in the presence of carbon environment (charcoal or carbon monoxide) for
some time and then quenched so that the carbon can be deposited on the surface of the
steel. this process is called Carburising.
Or Simply repeatedly heat the part surfaces with the Aceline torch (Flame torch) and
quenched in the Carbon contained fluid or oil is also known as the carburising process.
Mostly this Carburising process used to harden the Low carbon steel Components.
This carburising is applied to the preferred surface such as gear tooths and the remaining
portion no needs to be hardened.

Nitriding:
In Nitriding process, the parts will be heated up to the 482°C–621°C in the presence of
ammonia to form nitrides to achieve the hardness. To form Nitride we must use one of these
nitride forming elements: chromium, molybdenum, aluminium.
Nitride is suitable to do after Quenching or Tempering, or Machined.
No further quenching require after nitriding.
Medium & high speed engine crankshaft journals and pins are nitriding is carried out.

Cyaniding:

In the Cyaniding process, the parts will be heated up to the 871°C-954°C in the presenting of
Sodium Cyanide and quenched with the water or oil to remove the residual cyanide.
Used for the low Carbon Steels.
The cyaniding process is the fast and most efficient surface hardening process.

11. What type of turbocharger used on board ? and its specifications?

Radial type turbocharger with constant pressure turbocharging.

Plain-bearing with forced lubrication system.
On nameplate
Admissible rotor speed - 16000 rpm
Admissible inlet temperature on turbine maximum - 500*C

12. What type of lubrication system used for turbocharger?

Forced lubrication system (Man B&W engine) always inbound bearings.

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Alarm limits : (Gas stella)

Lube oil pressure - 1.3 to 2.2 bar (operating pressure)
Low lube oil pressure alarm - 1.0 bar
Slow down for lube oil pressure - 0.8 bar
Admissible inlet temperature of lube oil - 70*C

Intergrated lube oil system (ABB VTR turbocharger) always outbound bearing.

13.What type of bearing is used on turbo charger ?

Inbound bearing sleeve or bush type is used.

Locating bearing is on compressor side (rotor)
Thrust bearing is on compressor side (rotor)

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14. Why sleeve bearing is used in turbocharger?

This type of lubrication employed in radial T/C.

The bearing support is at the centre and compressor and turbine wheels at the end.
Less chances of static brinelling between shaft & bush/sleeve. Due to presence of LO film.

15.Why roller or ball bearing is not used ?

Static brinelling can occur due to rubbing of bearings caused by vibrations (in the absence of
oil)

16.What is brinelling in bearing ?

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The definition of brinelling is the permanent indentation of a hard surface. Bearing brinelling
occurs when the internal raceways of a bearing have been permanently damaged. The
indentations can quickly lead to improper operation, like chattering or excess vibration, which
in turn can accelerate other forms of wear.

17.How sealing is done on turbocharger?

A labyrinth seal is a type of mechanical seal that provides a tortuous path to help prevent
leakage. Labyrinth seals are the non-contact seal that makes a tougher path for
contaminants to enter while operating with little or no friction.
Labyrinth-type seals are used to minimize re-circulation losses within the compressor.

Function of Labyrinth Seals in Turbocharger

 The bearings are separated from the blower and turbine by labyrinth seals.
 These seals are sealed by air supply from the discharge of blower to prevent oil entering
the blower and to prevent contamination of the oil by the exhaust gas.
 In case of defective labyrinth seals on blower side, oil is leaked into the air system the
cooling surfaces are covered with oil which are insulators and the cooling efficiency will
be reduced. Also there will be deposits on the blower and the blower efficiency will be
reduced.
 In case of defective labyrinth seals on turbine side, the oil is leaked into the exhaust side
and there will be carbon deposits on the nozzle and turbine blades. Reduce blower
efficiency and fire in the exhaust piping. It will cause turbocharger surging. Oil will
contaminate with exhaust gas.

18.What is constant pressure turbocharging ?

Constant pressure acting on the turbocharger, where pulsations are dampened in exhaust
manifold. Since the exhaust manifold is bigger there is pressure drop results in reduction in
pulses.

Exhaust gas from all cylinders into a common large manifold where pulse energy is largely
dissipated. The gas flow will steady rather than intermittent and at a constant pressure at
turbine inlet.

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Turbocharger Arrangement in Constant Pressure System

 No exhaust grouping.
 Exhaust gases enter into large common
 manifold and then to turbine.
 Firing order not considered.

Advantages
Good performance in high load (Efficient when Bmep is above 8 bar).
More suitable for high output engine.
There is no need to group the cylinders exhaust into multiple of three. (Simple piping system).
No exhaust grouping.
High turbine efficiency due to steady flow of exhaust.
The work transfer at the turbine wheel is smooth.
Reduction in SFOC (Specific Fuel Oil Consumption) of 5% – 7%

19.Why main engine is constant pressure turbocharging and 4s engine as Pulse turbo
charging?

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 In two stroke engine exhaust gas is expelled by scavenge air.

 In four stroke engine exhaust gas is expelled by piston movement

Firing order 1-4-2-6-3-5-1 (Auxiliary engine)

 Overlap period - simultaneously there is opening of exhaust valve in 2 units but the
pressure from the one unit causes exhaust can enter the other unit. This is avoided by
scavenge air.
 Where no:1 unit exhaust valve is open at the time no:4 unit inlet and exhaust valve is
open (overlap period) if constant pressure turbocharging is used the high pressure
exhaust gas will enter No: 4 unit and prevent the exhaust gas coming out. That is why 4-s
engine cannot use constant pressure turbo charging.
 Why pulse type cannot be used on me engine because the speed of the ship varies
according to weather, in calm weather we can use pulse type but in rough weather the
moment of piston will be fast so pulse wave cannot be formed. That’s why we use
constant pressure turbocharger.
 Exhaust grouping is done in order to prevent back flow of exhaust gas.

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20.What are the cause for vibration in turbo charger? How to minimize it ?

When operating at steady speed, turbocharger vibrations could occur when:

 Rotor imbalance due to rotor damage from an object displaced from the cylinder, such as
a broken piston ring or exhaust valve.
 Imbalance of the rotor from breaking of the lacing or binding wire
 Bearing failure, which would reduce the support of the rotor
 Slack foundation mounting of the turbocharger casing
 Rotor imbalance following inadequate in-service cleaning
 Surging of the turbocharger, when the unit is operated close to the surge line possibly
due to a fouled hull
 Vibration transmitted to the turbocharger unit from an adjacent machinery unit.

Turbocharger vibrations can minimized by the following:

 Fitting of a protective grid between the engine and the turbocharger, and regular
overhaul of the exhaust valve/piston rings
 Regular changing of the lacing wire at the inspection stage
 Regular changing of the bearings and the sump oil
 Regular checks of the foundation bolts

21.What is surging?

Compressor output pressure is lesser than scavenge manifold pressure.

Causes of surging :
a) Improper power distribution: Inadequate power distribution between the main engine
cylinders may cause turbocharger surging as one unit is producing more power and the
other is producing less. Due to this the air consumption required by both the
turbochargers differs, which leads to surging.
b) If the inlet filter for the compressor on the turbine side is dirty, then enough air cannot
be supplied for combustion, which leads to surging.
c) Similarly, if the turbine side is also dirty i. e nozzle, blades etc. enough air cannot be
produced for combustion
d) Damaged silencer
e) Worn out turbocharger bearings
f) Fouled air cooler and water mist catcher
g) No water circulation inside the cooler
h) Fouled cooling tubes
i) Carbon deposits in scavenge ports
j) High receiver temperature
k) Highly fouled exhaust i.e. economizer, if fitted, may cause back pressure in the
turbocharger and thus finally lead to surging. Other exhaust problem may be as follows:
l) Exhaust valve malfunctioning and not opening properly
m) Damaged or blocked protective grating before the turbocharger
n) Damaged compensator fitted on the line of turbocharger entry
22. What is VTA ?

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VTA - Variable turbine area

A VGT or VTA is a turbocharger, wherein movable vanes are replaced for conventional fixed
vanes, which can change angles to control the exhaust flow on the turbine blades. This helps
the engine control to balance the volume of air with the fuel along the entire engine load
range.

Working principle of VTA :

At low load the exhaust temperature reduced and pressure reduces, when it passes through
the nozzle there is less velocity to turn the turbine. By reducing the area of the turbine the
exhaust gas through the turbine increases and rotates the turbine at speed, corresponding
the speed compressor is increased at low load.

Working of VTA

The VGT or VTA consists of nozzle rings equipped with adjustable angle changing vanes.
Each vane is connected to control a ring using a lever, which reduces the thermal hysteresis
and increases the positional accuracy.

The vane position or the angle is adjusted by the control ring connected to the electric
positional motor via reduction gear.

The control system governs the action of the microprocessor controlled positional motor. The
position or angle of vanes is thus altered after comparing the feedback signals of – air
pressure after the blower, and exhaust gas temperature before and after the turbocharger.

Servo-motor : Consist of 2 servo motor, one spindle drive is connected to each servo motor.

Spindle drive : Each spindle drive is axially support by needle bearing. The rotating motion of
spindle shaft is converted into translatory motion by groove nut.

23. Explain about the chains used in chain drive ?

Material:
Roller - Nickel chrome molybednum steel
Bush - Chrome molebednum steel

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24.How to remove the link from a chain ?

 Remove tension on chain by loosen the chain tightening wheel.
 In case the engine as balancing weight ensure the compensator are hanging vertically in
downward direction by turning it by turning gear. \

 Take the link to the comfortable position and mount a wire around the link roller for
shorter distance from disassembly point and tightening the wire using the tackle.

 The rivet is shear off and with help of dismantling tool the link is removed out.the screw
should be alternatively tighten to remove the pin.

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 By using assembling tool new link can be assembled

25. What are the checks to be carried out on chain drive?

 Check the lube oil jet nozzle for damage.

 Check the rubber track of the guide bar for damage.
 Teeth of the chain wheel need to be checked for wear out.

 Measure the geometry of bottom from D-A and D-B

 Elongation of the chain need to be measure.

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 The slack side of the chain is taken to tightening wheel side.

 Use two master square for measure at a distance of 10 links using steel tape if the
elongation is more than 1% of the corresponding original length.
 During the checking if balance weights are used it should be hanging downwards.

26. What is procedure for tightening chain drive ?

 On ME engine if balancing weights are provided is brought to vertically hanging

downwards.
 Turn the engine clockwise to get the slack part on tighten wheel .
 Hydraulic nut of chain tighten wheel need to loosen 150 Mpa.
 Remove the plug fitted in chain tighten cover, mount 2 tightening studs through C on the
thread of tightening wheel.
 Tight the studs by the nut D to the torque of 80 Nm.
 Once the tightening the studs to 80Nm, tightening the hydraulic nut to 150 Mpa

27. What is VIT ?

VIT - Variable injection timing.

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VIT is employed to advance fuel injection timing so that maximum combustion pressure or
Pmax is reached at about 85% load. This gives a more efficient engine by lowering the fuel
consumption.

The figure above shows variation of Pmax for a fuel pump with VIT (shown in red line) and
without VIT (shown in dotted red line). Variation of fuel index and VIT index is also shown.
Action of VIT starts at about 40% of engine load. From this load, start of fuel injection is
advanced to increase the Pmax gradually. As the engine load reaches 85%, value of Pmax will
be corresponding to the 100% load of the engine, as shown in the figure. From 85% load, start
of fuel injection retards to keep the Pmax constant. From the figure, VIT index shows advance
and retard of fuel injection

Hence the purpose of VIT on ships are:

Improve the specific fuel consumption of the engine.
Optimizing the combustion process for different quality fuels.

26. What is intelligent engine means ?

A central electronic control system is incorporated which is the brain of the system and
which monitors and evaluate the general condition to keep the operating parameter within
limits and maintain the performance of the engine at the higher side.

27. How does ME engine work ?

Engine interface control unit:

 The EICU receive navigational inputs from the control stations and select the active
station based on signals given by the ‘Remote Control’ system.
 The main navigational command is the speed set point (requested speed and direction
of engine rotation).
 In the EICU the raw speed set point is processed by a series of protective algorithms.
These ensure that the speed set point from which the engine is controlled is never
harmful to the engine. An example of such an algorithm is the ‘Barred speed range’.

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 Now the processed speed set point and the selected engine running mode request are
available via the control network to be used by the ECUs as a reference for the speed
control and engine running mode control.
 The two redundant EICU units operate in parallel.
 EICU is present in ECR

Engine control unit:

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 The engine speed control requires that the amount of fuel is calculated for each cylinder
firing.
 The calculation made by the speed controller (ECU) is initiated in relation to the
crankshaft position, so that the execution is started just in time to make the fuel
injection. This is controlled by the tacho function.
 The output from the speed controller is a ‘request for fuel amount’ to be injected for the
next combustion. This request is run through different protective algorithms the fuel
limiters – and the ‘resulting amount of fuel command’ is produced.
 Based on the algorithm of the selected engine running mode, the injection profile is
selected, the timing parameters for the fuel injection and exhaust valve are calculated
and the pressure set point for the hydraulic power supply derived.
 Based on the user input of fuel sulphur content, minimum feed rate etc., the resulting
cylinder lubrication feed rate for each individual cylinder unit is calculated.
 The resulting amount of fuel command, the requested fuel injection profile, the timing
parameters and the resulting cylinder lubrication feed rate amount are all sent to the
CCU of the cylinder in question via the control network. Likewise, the hydraulic
pressure set point is sent to all ACUs.
 For redundancy purposes, the control system comprises two ECUs operating in parallel
and performing the same task, one being a hot stand-by for the other. If one of the ECUs
fail, the other unit will take over the control without any interruption.

Cylinder control unit :

 In appropriate time for the next firing, the CCU ensures that it has received new valid
data. Where after the injection profile start angle is set up using the tacho function.
 On the correct start angle the injection is initiated and is controlled according to the fuel
amount command and the injection profile command.
 When the injection is completed, the exhaust open and close angles are set up using the
tacho function and the exhaust valve control signal is then activated on the appropriate
crank angles.
 The cylinder lubricator is activated according to the feed rate amount received from the
ECU.
Auxiliary control unit :

 The ACUs control the pressure of the Hydraulic Power Supply system and the electrical
start-up pumps using the ‘Pressure Set point’ given by the ECUs as a reference.
Furthermore the start and stop of the auxiliary blowers are controlled according to the
scavenge air pressure.
 The control of the auxiliary equipment on the engine is normally divided among three
(four) ACUs so that, in the event of a failure of one unit, there is sufficient redundancy to
permit continuous operation of the engine.

28. How does a angle encoder works ?

Angle encoder uses optical technology and easier to install as 2 encoder are equipped to fore
end of shaft. Each coder as sensor MM(marker master), MS (marker slave), Quadrature
1(master) and quadrature 2 (slave).

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Marker used to track the crank angle, quadrature 1 used to sense the speed and direction.

29. How to calibrate angle encoder ?

30. What is the feedback sensor used in FIVA valve ?

LVDT - Linear variable differential transducer.

 Mechanical movement is converted to electrical signal.

 LVDT consist of one primary winding, two secondry winding.

 Two secondry winding are connected in series opposite to primary winding.
 Number of secondry winding S1 = Number of secondry winding S2, simillarly the emf
induced by them is same when there is no movement of soft iron core.
 Position of soft iron core decides the flux Linkage.

 When the core move towards left side emf induced on secondry coil will be more.
 Out put voltage will give the position of the main spool. The feedback out put signal is
given to CCU.

31. Explain the working of FIVA valve ?

 CCU controls FIVA valve. CCU receives signal from Tacho system.
 FIVA valve consist of 3 parts
 Parker pilot valve (PCB) - It consist of PCB which receives signal from CCU ,Depending
upon the signal received it will process the signal to valve coil drive.
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 Valve coil drive - Upon the signal from PCB, valve coil will actuate the pilot valve and
send oil for fuel oil injection and exhaust valve opening.
 Valve housing

If there is any error signal received by FIVA from CCU (apart from 4-20mV) FIVA valve will
automatically will open the exhaust valve and raise alarm.

When the FIVA goes to safe position, the main spool moves all the way left (on the screen) by
force from 4 balancing pistons, pushed by oil pressure, located at the right side of FIVA (on
the screen) thus, oil pressure goes to exhaust valve actuator and keep exhaust valve open.
That calls FIVA in safe position.

32. How to check the FIVA valve position?

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 MOP Panel -> Maintenance -> Function test -> HCU (Test of FIVA valve and calibration of
plunger position)
 Switch to test mode, (MPC will stop controlling the system)
 Values of test results will be displayed on MOP 4-20 mA

33. What is puncture valve in fuel oil pump?

All fuel pump puncture valves are vented simultaneously and engine stops immediately .The
puncture valve consists of a piston which communicates with the control air system of the
engine. In the event of actuation of the shut-down system, and when 'STOP' is activated,
compressed air causes the piston with pin to be pressed downward and 'puncture' the oil
flow to the fuel valve.
The valve opens by a control air pressure and connects pumps discharge to its inlet or
suction line hence no fuel is going to fuel injector.
As long as the puncture valve is activated, the fuel oil is returned through a pipe to the
pump housing, and no injection takes place. I have also added a few more comments and
attached a file to further explain the function(s) of the puncture valve

34. How does the position of exhaust valve is determined ?

Inductive proximity sensor :

Working principle of inductive type sensor:

When a metal target enters the magnetic field created by coil, eddy current circulates within
the target. This causes load on the sensor which decreases the oscillator's amplitude.

Working :

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Coil
The coil generates the necessary electromagnetic field. Cup-shaped ferrite magnetic core
holds the coil inside. The cup-shaped core is necessary to concentrate the coil magnetic field
on the front area of the sensor.

Oscillator
The oscillator is generally an LC oscillator. It produces radio frequency (100 kHz to 1 MHz)
which helps to generate an electromagnetic field.

Trigger Circuit
The trigger circuit senses the change in amplitude of oscillation and gives the signal to solid-
state output.

Output Circuit
The output circuit has a transistor NPN or PNP. After receiving the gate signal, the transistor
switches ON and gives an output.

35. What is the use of umberlla seal?

36. What is bore cooling?
37. What is LDCL cooling and how does it work?

In modern marine diesel engine the stroke of the engine is long and speed of the rotation of
shaft is reduced by developing in increased mean effective pressure.
The increased in pressure and increased operation time results in acid condensation on
cylinder walls.
Purpose of LDCL : In order to avoid cold corrosion LDCL is used.
Construction : A thermostatic three way valve placed along with orifice which regulates the
passage of water. Consist of one LDCL circulating pump.

Combustion part of linear is maintained with 85*C

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38. Explain manuvering diagram of Marine diesel engine ?

The starting handle controls three micro switches that convey the following signals

Stop signal – Instantaneous

Start Signal – Instantaneous
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Run signal – Varying signal

STOP Signal: As long as the stop signal has been pressed, it shall keep the control air at 7 bar
to pass through and keep the puncture valve pressed there by not to allow the fuel to be
admitted to the fuel pump.

START signal: As soon as the starting handle is moved the start micro switch shall be pressed
and shall allow the passage of 7B control hit through it, if no interlock had been activated then
it shall allow further passage of the air. Now if the reversing has completed then it shall allow
the air to pass through the air cylinder which shall operate and open the auto start valve on
the main air manifold.

Now the starting air@ 30Bar shall be supplied to the distributor and pass to the starting air
valve (Pilot air) of a particular unit that is in starting position to start the engine.

RUN signal: Once the engine has started we shall further press the starting handle to the run
position, where the start signal ends. The run micro switch being the varying type, more the
handle is moved, more the switch would be compresses and the output of the same shall vary
accordingly. The varying signal control the 7B control air output that is fed to the governor
to increase the fuel proportionately. Main engine manoeuvring system

REVERSING: The engine has stopped in the astern position and it is desired to start the engine
in Ahead direction hence the AHD/AST lever to the ahead position, allowing the 7B control air
to pass through the pressed AHD micro switch and passes to 1. The fuel pump to reverse the
cam position via the reversing cylinder 2. To the starting air distributor reversing cylinder to
reverse the distributor. Main engine manoeuvring system

REVERSING COMPLETED INTERLOCK: As reversing has completed, the shaft of the starting air
distributor reversing cylinder shall move outwards to press the AHD micro switch, allowing a
part of control air to pass through the IL and a block valve to release and fulfil the reversing
completed interlock. This is provided so that in the event of the reversing cylinder being stuck
between AHD/AST micro switch, in that condition, the interlock shall not allow the AUTO
START v/v to open.

39. How does reversing of engine is done ?

40. What happens during auto tuning ?

41. What type of pressure sensor is used to check the PMI online ?

Cylinder pressure measuring system

The strain-pin type of pressure sensor was applied instead. Here, the
pressure sensing element is a rod located in a bottom hole in the cylinder
cover, in close contact with the bottom of the hole, and close to the combustion chamber
surface of the cylinder cover. The sensor thus measures the

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deformation of the cover caused by the cylinder pressure without being in

contact with the aggressive combustion products. The position of the sensor
also makes it easier to prevent electrical noise from interfering with the cylinder pressure
signal.
The pressure transducer of the above-mentioned offline system is used
for taking simultaneous measurements for calibrating the online system. A
calibration curve is determined for each cylinder by feeding the two signals
into the computer in the calibration mode. The fact that the same highquality pressure
transducer is used to calibrate all cylinders means that the
cylinder-to-cylinder balance is not at all influenced by differences between
the individual pressure sensor

Working of Strain gauge :

Strain gauge pressure transducers are suitable to measure extraordinarily high and low
pressures, as well as differential pressure. Differential pressure is the difference in pressure
between any two given points. The transducer contains a sensing element, a diaphragm. Any
deformation of the diaphragm will cause the change of resistance of the strain gauges.
Typically, 4 gauges are used in a Wheatstone bridge to maximize the sensitivity of the
transducer. This resistance change is converted into the usable output signal.

42. Why overlapping of starting air is provided ?

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Overlapping period is when two or more cylinder receiving starting air when one unit is
phasing out while other is phasing into starting air period. It is essential to satisfy the
requirement to start from any position. Overlap ensures that at every crank angle position
there is sufficient air turning moment for positive starting.

43. What is sweep test ?

The aim of the test is to show the correlation between the engine’s corrosive impact and the
lube oil’s ability to counter act this.

The fastest way to evaluate the corrosive behavior of an engine is to do a stress test, also
called Feed Rate Sweep.
It is also used in the ACC (Adaptive cylinder oil control) familiarization period in order to find
the suitable lube oil feed rate for particular engine, operating pattern and lube oil used.

During the Sweep-Test, the vessel is running on fuel with sulphur content above 2.7%. The
Sweep-Test takes 6 days and is performed during a longer voyage were the engine load
remains constant and above 25% load under that period.

The feed rate of the cylinder oil is set to fixed steps & drain oil samples are taken after 24
hours,before lowering to the next step.

Before the test starts a port inspection is done and samples of the fuel, system oil in use and
fresh (unused) cylinder oil is taken. After the test is finished, all samples are sent ashore to a
certified laboratory. The iron (Fe) content and the BN value is analyzed. The Fe concentration
is analyzed using the ASTM D5185-09 and the BN is analyzed using the ISO 3771:2011(E)
method.

The Fe concentration is the measurement of corrosion and wear condition. The BN level in the
drain oil is an evaluation of the performance of the oil and the need for neutralization in the
engine.

The results of the drain oil samples shows correlation between the ACC factor and Fe and BN.
(Guideline valves of scavenge drain) BN between 10-25 mg KOH/kg and the iron (Fe)
contents under 200-300 mg/kg in the drain oil (for loads above 50%).

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Day 1 (at least 24 hours after departure) The correct cylinder oil is bunkered. The feed rate of
the cylinder oil to 1.4 g/kWh is adjusted

Day 2 After running 24 h on cylinder oil feed rate of 1.4 g/kWh, drain oil samples are taken
from all cylinders. after this cylinder oil feed rate adjusted to 1.2 g/kWh

Day 3 Drain oil samples are taken from all cylinders, after running 24h on cylinder oil feed rate
of 1.2g/kWh. After this, the cylinder oil feed rate is adjusted to 1.0g/kWh

Day 4 Drain oil samples are taken from all cylinders, after running 24h on cylinder oil feed rate
of 1.0g/kWh. Sample –procedure same as Day 2. After this, the cylinder oil feed rate is
adjusted to 0.8g/kWh.

Day 5 Drain oil samples are taken from all cylinders, after running 24h on cylinder oil feed
rate of 0.8g/kWh. Sample –procedure same as Day 2. After this, the cylinder oil feed rate is
adjusted to 0.6g/kWh.

Day 6 Drain oil samples are taken from all cylinders, after running 24h on cylinder oil feed rate
of 0.6g/kWh. Sample –procedure same as Day 2. Then, the cylinder oil feed rate is adjusted to
the normal ACC factor.

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First the the ACC factor is found in accordance to the Fe then corresponding BN value is
found. It shows the possible level of BN depletion of the oil, which does not jeopardize the
performance of the oil.

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In the normal case the Fe concentration slowly rises until a point where it rapidly increases.
The allowable ACC factor is found just before the rapid increase in Fe . The choice of an ACC
factor which is equivalent to acceptable FE levels means that the corrosion is controlled.
In above graph ,The ACC factor (g/kWhxS%) is shown on the x-axis. The Fe concentration
(mg/kg) is represented with red lines and the result is read on the left y-axis. The axis is
divided into three parts. The green bar is showing safe operation condition, 0 – 200 Fe
(mg/kg) and the orange bar is the “be alert area”, 200-300 Fe (mg/kg), which means that the
cylinder liner and lube oil have started to extend their limits. When the Fe concentration
reach above 300 mg/kg (the red bar), the wear or corrosion have started to increase greatly
and the lube oil feed rate should be increased.

The rest BN concentration (mg KOH/kg) is represented with blue lines and the results is read
on the right y-axis. The axis is divided into two parts. The red bar or line(0-10 BN) illustrate
that neutralization capacity of lube oil has started to be depleted and the risk of corrosion is
increased. The green bar (10-50 BN) shows safe operation.

The thick blue line and the thick red line are the BN and Fe values from the same sweep.

The correct ACC factor and possible level of BN depletion of the cylinder oil is found out by
following procedure:

1. The thick red line is followed and the Fe Concentration for safe operation is found. In this
example it is 200, because after this the slope of the thick red line is increasing rapidly. The
corresponding ACC factor is found on the x-axis and is in this case 0.30 g/kWh x S%.

2. The rest BN value corresponding to this safe operation is found by using BN curve (in this
graph, the blue thick line)and the result of the right x-axis is read. In this case ACC factor 0.3 is
corresponding to 22 BN.
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3. The dashed lines are examples of how other sweep tests with other lube oils are looking
like.

44. Explain the working of main engine cylinder oil lubricators?

 Cylinder is taken from storage tank to daily oil tank through a filter. From daily oil tank it
goes the lubricator.
 From the lubricator oil getting pressurized to 45 bar and getting injected to the cylinder
through the quills (non return valve)
 Actuation of cylinder is controlled by solenoid valve whose signal is received from CCU.
 Actuation of the lubricator are confirmed by feed back signals. Inductive proximity sensor
or capacitive sensor for feedback signal to check position of lubricator piston.

Inductive sensors use a magnetic field to detect objects. Capacitive sensors use an electric
field. In order to be sensed by an inductive sensor an object must be conductive. This limits
suitable targets to metal objects (for the most part). In order to be sensed by a capacitive
sensor the target doesn’t need to be conductive. A capacitive sensor will react to an object
acting as a dielectric material as well as a conductive object. This makes metal and non-metal
objects suitable targets.

 Number cylinder lubricator for a unit is decided by bore dia, if the bore dia is more than
500mm 2 lubricators are used.
 The point of cylinder oil lubricator injection is during movement piston to TDC and in
between piston ring 2 & 3.
 Oil from daily tank passes through level sensor on lubricator if there is no oil no flow
alarm will be activated.

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45. What is meant by feed rate, basic feed rate & minimum feed rate?

Feed rate = ACC factor * % of sulphur

ACC (Adaptive cylinder oil control)factor is determined by practical experiments (Sweep test)
Basic Feed rate = Feed rate * % of sulphur
Minimum feed rate = 0.6g/kwhr (constant vale for Man B&W engine lube oil having TBN 70)
When value of basic feed rate factor is less than 0.6g/kwhr minimum feed rate factor is
applied.

46. What is meant by breaking - in period?

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Breaking-in (0-500 hours)

 Piston ring and liner breaking-in takes 500 running hours, maximum. We recommend a
fixed, relatively high lubrication feed rate during the breaking-in period.
 During breaking-in, the running-in coating on the piston rings will gradually wear off, and
the wave shape of the cylinder liner surface will smoothen.
 During this process, extra lubricating oil is required to flush away wear particles and build
a satisfactory oil film between the still relatively rough sliding surfaces.
 During breaking-in, we recommend checking the piston rings and the cylinder liner
through the scavenge air ports every 100 hours. Do not proceed to the next lubrication
step if the scavenge air port inspection reveals seizures or other irregularities.

47. What is load dependant cylinder lubrication ?

 Modern engine employ LDCL where amount of lubrication to each cylinder can be
adjusted and controlled varying upon load via remote control system.
 Specific feed oil rate increases with decreased in load. For example : at 20 % load the feed
oil consumption will be more than 25% than 100% load.
 The input signal for load changes is initiated from load indicator transmitter to remote
control system, and the output signal from RCS is sent as input signal to servo motor. The
speed of the servo motor is controlled . (Alpha lubricator on MC engine)
 On ME engine solenoid valve is actuated by the signal from CCU.

48. What is cylinder oil metering ?

Cylinder oil metering - quantity of lube oil is adjusted. The stroke of he lubrication is adjusted
by plunger movement. The amount of movement of plunger is controlled by actuation piston.
The actuation piston operates with respect to solenoid valve.
For example : at 20 % load the feed oil consumption will be more than 25% than 100% load.
(LDCL)

The injecting frequency is calculated through the accelerator scale of the fuel pump and the
speed of the main engine. According to operating conditions, different modes may be
introduced into the calculation. The modes are: LCD mode (Pe mode), MEP mode (Pme
mode) and RPM mode (n mode), taking the injection rate as proportional to power, mean
effective pressure and speed.
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The MCU of electronically controlled lubricator receives the main engine crank angle signal
from the angle encoder (the BDC signal), the engine speed signal, the engine load signal from
the load transmitter, fuel sulphur content and other digital signals, and then works out the
injection timing and frequency according to the set control mode to control a stepper motor
and achieve the accuracy of cylinder oil injection.

On the human machine interface (HMI), the COCR may be adjusted from 50% to 200%
according to cylinder liner running state; the base value of the system determined is 100%.

49. What is meant by fuel oil metering ?

Metering of Fuel
 Controlling the fuel amount in two ways, by means of a helix groove on the plunger or by
means of control valves.
 The quantity of fuel delivered is regulated by the vertical length of the helix where it is in
line with the suction port.
 This setting may be altered by rotating the plunger. In stop position, the vertical slot of
the plunger is in lined with the spill port where then ports are opened and thus no
injection occurred.

50. What is the use of puncher valve in fuel pump?

Location - At the top of fuel pump

Activated upon the signal of - Shutdown & Stop signal
Operated by control air
When puncher valve is actuated by control air fuel pump discharge is sent back to suction
(short cycling), ensure positively no fuel entering the cylinder.

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51. What is umbrella seal and its purpose ?

Location - Foot of the plunger.
Purpose - Provides the seal, to prevent the leakage of fuel oil from the plunger to cam
follower (MC engine) and to hydraulic system (ME engine)

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Location - Foot of the plunger.

Purpose - Provides the seal, to prevent the leakage of fuel oil from the plunger to cam
follower (MC engine) and to hydraulic system (ME engine)

52. What is the purpose of suction valve in fuel pump ?

Suction valve helps for re-circulation and prevents cavitation and secondary injection. Suction
valve was of plate type before and is Slide type now.

53. Explain the working of conventional type VIT ?

Conventional type VIT : End of injection is only controlled, beginning of injection is constant.

Four stroke engine uses conventional type VIT.

The pump is basically a jerk type with a plunger moving in a matched barrel, using two helical
grooves machined in the plunger to control the end of injection by uncovering spill ports and
causing the discharge pressure to drop rapidly, thus causing the needle valve in the injector to
close.Oil is supplied to the barrel via the spill ports and a suction valve. The suction valve,
situated at the top of the barrel opens when the pressure in the barrel falls below the supply
pump pressure; i.e. during downward stroke of plunger, while spill ports are covered by
plunger.
Replaceable erosion plugs are fitted in the pump housing opposite the spill ports. The high
pressure oil, spilling back, as the edge of the helix uncovers the spill ports at the end of
injection, hit the plugs, which prevent damage to the pump casing
No relief valve is provided as it is connected to the suction chamber thru helix at the
delivery.

54. Explain the working of Man B&W VIT ?

Super VIT = beginning of injection + Breaking point of injection (End point, where is fuel is re-
tarted)

Break Point: It is the load point where the maximum cylinder pressure has been reached
and injection timing has been advanced the most. Above break point injection timing is
gradually retarded back until it reaches its original setting at 100% MCR load. Generally it is
85% MCR load.
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Super VIT incorporates both adjustable timing as well as adjustable break point. It is simply a
method of automatically changing the start of injection in order to maintain the maximum
combination pressure (MCR) Pmax constant over a range of 85% to 100% full load.

The super VIT mechanism consists of a jerk type pump with double thread, VIT regulating
lever, VIT position servo, control air signal a pposition servo unit with input from the
governor, FQS (fuel quality setting) liver and regulating shaft.

In this method the jerk type fuel pump does not have a profile i.e. no extra oblique cut on the
plunger. The vertical position of the pump barrel is raised or lowered to change the starting of
injection by a rack and pinion mechanism and a double thread. Upper threads control the
suction ports i.e. commencement of injection by changing the vertical position of the pump
barrel with respect to the plunger. Lower threads control the spill port i.e. the fuel quantity
and end of injection by rotating the Helix scroll of the plunger with respect to spill Port.

The VIT rack setting is controlled according to the engine load via the regulating shaft and the
governor. The VIT rack position setting is done by means of a control signal supply, which
pushes the VIT rack position servo. Control air position sensor valve gets its input from the
governor the FQS lever and the regulation shaft.

55. Why VIT is not operated less than 40% of load ?

VIT Opertaes between 40% - 85% MCR. AT low loads VIT is not made funcutional because at
that speed the lubrication for the bearings is not enough and if more load is put on bearings
can lead to failure of bearings.

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Hydrodynamic lubrication is achieved in most of the bearings. Where hydrodynamic

lubrication is relation to the speed (motion)

The VIT-system is “out-of operation” at low loads. This is in order to avoid frequent changes
of pump lead (VIT-index) during manoeuvers.

56. How the fuel injection timing is adjusted ?

GENERAL DESCRIPTION OF SYSTEM & CONTROL MECHANISM

All the VIT-rack position servos are controlled by means of an air signal from a common
position sensor valve, which is placed on the emergency stand. The position sensor valve
itself is mechanically actuated by linkages from the governor & regulating shaft.

Referring to the position sensor unit on the emergency stand, figs. 2 and 3.

The beam (A) is connected to the regulating shaft (fuel pump index control shaft) via the
regulating arm (8) jointed at (C). The VIT-system is “out-of operation” at low loads. This is in
order to avoid frequent changes of pump lead (VIT-index) during manoeuvers.

At zero load, the beam (A) is fully lifted, and the position sensor (D) gives zero control
pressure to the position servos at each fuel pump, such that a delayed injection timing is
achieved (compared with an engine without super- VIT).

As the engine load is increased, this late injection mode continues until the beam (A) has
made contact with the sensor pick-up (E), & the resulting control pressure reaches 0.5 bar.
These points are shown in the figs. 3a & 4.

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Individual adjustments : at each separate fuel pump are nade in order to balance the Pmax
values (i.e. the same maximum pressure in all cylinders, +/- 3 bar). This can be done by two
methods:

 either by physically moving the position servo at each VIT-rack, (only possible on engines
where the position servo is mounted in sloted holes).
 or by adjusting at the threaded connection (linkage- nuts) between the position servo and
the VIT control shaft, (i.e. similar to balancing Pi by adjusting the individual pump-
indexes).

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Collective adjustment : for the engine as a whole is made at the position sensor unit on the
emergency stand. The actual adjustment procedure will depend upon the condition to be
corrected.

There are two main conditions that can require re-adjustment:

1) varying fuel qualities,

2) pump wear and/or significant changes in Lcv.

Changed fuel quality: if a fuel is bunkered, having essentially different combustion

characteristics, Pmax might change. In such a case, in order to maintain low SFOC, or to avoid
running the engine with too high combustion pressure, the injection timing should be
changed. This is done by loosening the bolts (G) (Fig. 2) and turning the adjustment-screws
(H), such that the location of the sensor (D), relative to the beam (A), changes in the desired
direction. This operation, which can be done while the engine is running, changes the control
pressure level, thereby causing all fuel pumps to be advanced (= higher Pmax) or retarded.
See also Fig. 7.

Worn fuel pumps, or significant changes in fuel LCV on volume basis: both of injection
timing. In order to compensate for this, the following adjustment is carried out.

Stabilize the engine at 85% load. The arm (B) is then loosened, and retightened in such a
position that the beam (A) touches both supports (F1 and F2). This brings the Pmax break-
point back to 85% MCR.

After this the engine is stabilized at MCR, and the position of the support (F1) is adjusted, so
the Pmax is equal to the value at 85% MCR (see also Fig. 7).

57. How the breaking point of the fuel pump is adjusted ?

Break-point adjusting :

1) With the VIT-rack arms disconnected, run the engine up to 100%. Move the VIT-racks
manually, until Pmax values are equal for all cylinders (100% Pmax +/- 3 bar). Fix the VIT-racks
in these positions (tie, or clamp, etc.). Note the individual VIT-rack indexes.

2) Then reduce the engine load to the break-point *, and again adjust the VIT-racks manually,
until the Pmax values are equal for all cylinders. Note again the VIT-indexes.

Removal of VIT-rack fixings for adjusting the break load: .

1) Stop the engine and, if necessary (f.inst. in the case of worn pumps), move the fuel cams
such that all VIT-index’s have nearly the same values (+ 1/2)

This is a practical guide for adjustment purposes. However, due to possible differences in
injection system wear, larger values may be acceptable in service, as long as full-index is not
obtained at the break-point, or zero index does not occur at overload.

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2) Re-start the engine and run up to the break-point. Referring to Fig. 2, loosen the arm (B)
and retighten it in such a position that the beam (A) touches the two supports (F1) and
(F2).

3) Then check Pmax level for all cylinders, and if necessary make collective adjusting screws
(H). See also Fig. 7. Afterwards re-tighten the bolts (G). this, loosen the bolts (G) and
move the sensor valve by means of the adjustment (to 100% Pmax) by moving the
position sensor valve (D). To do

4) Run the engine from the break-point up to 100% MCR, and check Pmax again. If
necessary, collectively read just Pmax by moving point (F1), until 100% Pmax = Pmax at
the break-point, see Fig. 7. After re-adjustment, Pmax should be checked once more at
the break-point, and at 100% MCR.

58. What is the purpose of non-return throttle valve in VIT ?

A non-return throttle valve is mounted in the control air line, between the position sensor
valve and the position servos, (refer the diagram above) This valve has two main functions:

1) To prevent excessive combustion pressure during sudden load reductions in the upper
load range (i.e. above the break-point), for example in rough sea conditions.

2) To avoid rapid fuel-rack oscillations from being transmitted to the VIT-rack (i.e. to obtain a
stable VIT-rack, for instance in case of slight governor jiggling).

Before, or during, shop and sea trials, the non-return throttle valve is temporarily adjusted
such that the trials can be conducted without inconvenience.

The initial adjustment of the valve is carried out as follows: (this can be done with either
stopped or running engine).

a) The throttle screw is fully opened, i.e. max. anti-clockwise (= counter clock wise = ccw)

b) By means of the handwheel on the emergency stand, adjust the fuel-rack position until the
maximum control air pressure can be read on the pressure gauge (i.e. corresponding to the
break-point pressure).

c) The throttle screw is then turned towards the closed position (clockwise = cw) until the
pressure starts dropping. At this point the screw is turned one revolution back (counter-
clockwise = ccw).

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NB If the position servos and piping have no leakages, it may prove possible to close the
throttle screw completely, without observing any drop in pressure. Therefore, during the
above adjustment, it may be necessary to introduce a small leakage at the position servo (i.e.
loosen a pipe connection).

The final adjustment is completed during the maiden voyage.

59. How to overhaul fuel pump of auxiliary engine ?

AUXILIARY ENGINE FUEL PUMP OVERHAUL PROCEDURE

 Before overhauling clean the outer surface of the fuel pump.

 Clamp the fuel pump in the vice and remove the delivery valve holder.
 Take out the delivery valve, invert the pump, depress the plunger guide, and take out the
stop ring.
 Take out the plunger guide.
 Remove spring seats, spring, and plunger.
 Remove the control sleeve and the control rack.

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 Remove the barrel set screw and take the plunger barrel out.
 Clean all the components with kerosene using a soft brush. Never use a steel brush.
 Always handle plunger and plunger barrel as a pair. If there are any significant scoring,
cracks or breakage in plunger or barrel they are replaced as a pair.
 Renew the O-rings.
 Insert the plunger barrel and fix it with the set screws.
 Assemble the spring seat, spring, guide, and the stop ring.
 Invert the pump and fix the delivery valve, if required, replace the valve as a unit.
 Applied Molykote and tightened the delivery valve holder.
 After assembling the fuel pump ensure that the control rack moves smoothly.

60. What are the checks to be carried out during overhaul of fuel pump?
 Delivery valve(6), seat & spring need to be checked.
 Condition of barrel (5) need to be checked.
 Condition of the deflector need to be checked for dents from corrosion.
 Mating surface of delivery valve body and plunger barrel need to be checked.
 Condition of the spring need to be checked.
 Control rack and pinion marking should be matched.
 Oil hole for the barrel (3) and the oil for the pinion on pump body (2) need to be checked.

60. How lubrication of pinion is carried out ?

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 Lubrication is set to 1 drop for every 10-12 seconds.

 Quantity of lubrication is checked by un-screwing (4).
 Needle valve (3) is adjusted upon the rate required.

61. How fuel pump timing is checked ?

Safety precautions:
Lock off the starring mechanism
Start L.O pump
Open all indicator cock

i. By hair line method

 Turn the engine so that the unit to be checked is toward the TDC of compression stroke
(plunger upstroke) so that hair line marking on plunger and pump body are coincided.
 When hair lines are coincided, stop turning and check the mark on the fly wheel whether
timing is correct or not.

ii. By removing deflector from fuel pump

 Take out deflector on both sides of the fuel pump

 Put hand torch on one side of pump and mirror on the other side
 The light from torch will be visible on the mirror
 Turn the engine so that the unit to be check is toward the TDC of compression (at plunger
upstroke)
 At one instant the light on mirror disappears. (When plunger covers the deflector port)
 At this time, stop engine turning & check the mark on flywheel.

62. How will you check pump timing if no TDC mark given on flywheel ?

i. In Main Engine

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 Make a marking between cross head and guide shoe while they are before TDC and also
mark at the flywheel.
 Turn the crank shaft in the same direction until the crosshead and guide shoe are at the
previous mark (coincide)
 Make the second marking on the fly wheel. We got two marks on the flywheel mid point
between the two points is TDC.
 Now 360º can be divided around the flywheel.

ii. In Auxiliary Engine

 Remove the fuel valve
 Insert the rod onto the piston (mark on rod and flywheel)
 Turn crank until the rod previous mark
 Make the second marking on the fly wheel
 Mid point between the two points is TDC

63. What is zero setting check on fuel pump ?

FUEL PUMP CUT OUT CHECKS AND ZERO SETTING CHECKS

 At zero position of the governor, the load indicator and cut-out servomotor should
coincide for ‘zero’ fuel injection.
 When the governor is tripped by hand, the suction valves of the fuel pump should be
lifted by at least 6 mm.
 When the governor and speed adjusting lever is at ‘zero’, the fuel pump eccentric shaft
should also be at zero.
 When the fuel pump is manually cut-out, the clearance between the cam and rollers
should be at least 0.5 mm.
 At zero setting shield position, the suction and spill valves must never be closed at the
same time i.e. when one is open, the other is closed.

64. How main engine fuel pump timing is checked in sulzer?

MAIN ENGINE FUEL PUMP SETTING /ADJUSTMENTS (SULZER ENGINES)

 It is carried out in suction and spill type fuel pumps. Example: Sulzer engines Its purpose:
 To check if the fuel pump setting is correct for the injection timings.
 To compare with the original data for:
 Idle Stroke = ‘a’ in mm.
 Beginning of injection angle, before or after TDC.
 Total injection stroke = ‘b’ in mm.
 End of injection angle, after TDC.
 Effective plunger stroke = b – a.

i. INITIALIZING SUCTION VALVE DIAL GAUGE

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1) Rotate the engine in ahead direction.

2) Cam roller to be on the peak.
3) Fit dial gauge ‘1’ with 1 mm pretension over the suction valve (now closed) and set to ‘0’.

ii. INITIALIZING SPILL VALVE AND THE PLUNGER

4) Rotate the engine in the astern direction.

5) Cam roller to be on the base.
6) Fit dial gauges ‘2’ with 1 mm pretension over the spill valve (now closed) and plunger.

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7) Set both gauges to ‘0’.

iii. CHECKING BEGINNING OF INJECTION i.e. CLOSING OF SUCTION VALVE

8) Rotate the engine in the ahead direction till the suction valve gauge ‘3’ shows 0.02 mm.
9) Note the plunger gauge ‘4’ reading = ‘a’.
10) Also note the flywheel angle.

iv. CHECKING END OF INJECTION i.e. OPENING OF THE SPILL VALVE

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11) Rotate the engine in ahead direction till the spill valve gauge ‘5’ shows 0.02 mm.
12) Note the plunger gauge reading = ‘b’.
13) Also note the flywheel angle.
14) Plunger stroke = ‘b – a’.
15) Carry out cut-out checks.

65. How main engine fuel pump timing is checked in Man B&W?

It is carried out in jerk type fuel pumps e.g. ‘B&W’ engines.

It is the distance that the plunger top is lifted above the upper cut-off holes in the barrel
when the unit’s piston is at TDC.
Fuel pump lead = Y = X + D5
D5 is a correction factor. It is the distance between the plunger top and upper cut-off holes
top, when the plunger top reaches the exact position at which light can be seen through the
lower cut-off holes in the barrel and plunger.

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PREPARATION

 Turn the unit to TDC, shut the fuel oil inlet and drain from the bottom.
 Disconnect the air pipe to the puncture valve.
 Remove the protection cover and the puncture valve.
 Remove the erosion plugs from the pump housing.
 Remove the connecting pin and disconnect the VIT index arm. Pull out the VIT index arm
to ‘zero’ index.
 Align the cross bore in the plunger with the lower cut-off holes in the barrel.
 Put the fuel oil index to 21.5 or 93.5. Verify the alignment by shining a torch through the
put-off holes.

PROCEDURE

1) Turn the engine ahead till the upper edge of the plunger reaches the exact position at
which light can be seen through the ‘lower cut-off holes’ in the barrel and plunger.
2) Mount the measuring tool so that it touches lightly against the top of the plunger.
3) Adjust the measuring tool dial gauge to ‘zero’.
4) Turn the engine ahead till the engine piston is at TDC.
5) Note the dial gauge reading = ‘X’.
6) Fuel pump lead = Y = X +D5.

66. Why stroke of engine is increased not bore of engine during developed ?
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Slow speed engine's bore is the diameter of each cylinder, while the stroke is the distance
within the cylinder the piston travel.

A long stroke is generally better for fuel efficiency, because it reduces surface area during
combustion. With less surface area, there is less room for heat to escape, ensuring more of
the energy from combustion is turned into useful work to push down the piston.

A small-bore, long-stroke engine also requires the flame to travel less distance during
combustion, which means the burn duration is shorter. That allows combustion to do once
again do more work and make the engine more efficient.

67. What is the purpose of firing order ?

To relieve the crankshaft journals from between the adjacent cylinder from excessive loads.
In engines, cylinders don’t fire in the sequence of 1-2-3-4-5-6 and so on as it could cause the
crankshaft to deform or break. So, manufacturers shuffle the combustion in such a way that it
creates power balance in the engine. The order or sequence in which the engine cylinders
fire or generate & deliver power is called the engine firing order.

68. How reversing of engine is carried out ?

In order to reverse the engine firing order need to be reversed.

6-Cylinder 2 stroke engine

Ahead firing order 1-5-3-4-2-6-1
Astern Firing order 1-6-2-4-3-5-1

Reversing methods:
I. Cam shaft is rotated with respect to crankshaft. (RD & RND Engines)
II. Cam shaft is stationery cams are rotated with respect. (RTA Engines)
III. Cam shaft are moved axially (4-Stroke Engines)
IV. Shift in contact position of fuel pump roller (SMC Engines)

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69. How reversing is carried out on ME engine ?

70. What is miller cycle ?

Engine cycles in which the effective compression ratio is smaller than the effective expansion
ratio (see compression ratio discussion under Engine Fundamentals) can be referred to as
over-expanded cycles.
In modern practice, over-expanded cycles are implemented with either early (EIVC) or late
(LIVC) intake valve closing. The primary effect of EIVC and LIVC is a reduction in temperature
at the end of the compression stroke. The lower temperature enables the use of higher
geometric compression ratios that yield a longer expansion ratio and an efficiency benefit.

Over-expanded cycles are commonly referred to as Miller or Atkinson cycles

Difference between Miller & Atkinson cycles

Late inlet vale open in cycle is - Atkinson cycle.

Early inlet valve open in cycle is - Miller cycle.
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Four stroke Man B&W Dual fuel engine :

Gas is admitted to the cylinders just before the air inlet valve. The premixed lean gas–air
mixture is ignited by the compression ignition of a small quantity of marine diesel pilot fuel
injected into the main combustion space.

Two Stroke engines

 In two stroke engines there are no inlet valves – the air for combustion is supplied
through scavenge ports on the liner near the bottom that are opened or closed by the
piston movement. Miller cycle cannot be applied for such engines.

 In the X-series 2-stroke engines of Wartsila (formerly Sulzer) with uniflow scavenging, a
somewhat comparable process has been applied by later closing of the exhaust valve.
This reduces the length of compression stroke and thereby lowering the air pressure and
temperature

71. Explain the working principle of dual fuel ?

Methods of Introduction of Natural Gas into the Engine

With the two stroke engine the gas cannot be mixed with the inlet air as it would turn the
scavenge space into an enormous bomb

There are two possible methods of introducing the gas into the cylinder:

i. The first method introduces low pressure gas through a gas admission valve in the
cylinder head when the exhaust valve has closed and pressure in the cylinder is low.
The gas is compressed and mixed with the air and ignited by pilot injection of fuel oil.
The disadvantage of this system although simple, is that combustion is subject to
knock and the efficiency is low

ii. The second method is to compress the gas to a high pressure (250 - 300 bar) and inject it
into the cylinder through special gas injectors at the same time as the fuel oil. This is the
method which has been developed by MAN B&W in their ME GI engine which is basically
the electronic cam shaft less engine fitted with the extra equipment to inject the gas into
the engine. The engine is fitted with gas injection valves in addition to the fuel valves and
because it is computer controlled can burn any ratio of gas and fuel with a preset
minimum amount of fuel.

INJECTION CONTROL

The injection control system is modified from the standard electronic engine as shown.
The gas is pressurize by reciprocating compressors to 250 - 300 bar. It is then cooled and led
to the valve blocks on each cylinder.
Each valve block incorporates an accumulator which has a volume corresponding to about 20
times the amount of gas injected at full load operation. The purpose of the accumulator is to

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minimize any pressure drop during gas injection, and to monitor that small pressure drop as it
forms an important part of the engines safety system.

The engine can run in various modes depending on circumstances.

1. Normal dual fuel whereby the pilot fuel injected is about 6% of the load. If the gas
supply is limited, then extra fuel
oil will be injected to maintain power.

2. If a limited, but constant gas supply is available, the engine can be run in what is known
as “specified gas mode”. When in this mode, the same amount of gas is injected each time,
with the amount of fuel oil varying, depending on engine load.

3. Fuel only mode, for manoeuvring or when no gas is available

 The gas supply pipes are double walled with an air seal being supplied between the two
pipes. Pressurised air, supplied by fans is then monitored for gas leakage. Because a
failure of the inner gas pipe, could lead to very low temperatures as the high pressure gas
expands as it leaks out, the outer pipes are made of a stainless steel able to withstand
these low temperatures.

 The flow of air through the air seal is also monitored. Lack of flow would lead to shut
down of the gas supply and purging of the lines with inert gas

 To prevent leakage of gas at the injectors and to lubricate the moving parts, the gas
injectors are supplied with sealing oil which is pressurised to 25 - 50 bar above the gas
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injection pressure. The small amount of oil which leaks through to the gas is then burnt in
the engine.

 Consumption is low (about 0.13g/kWh). The sealing oil system comprises of two pumps
for redundancy purposes and a spring loaded accumulator to maintain the pressure if a
pump fails, whilst the standby pump comes up to pressure.

 Should a gas injector jam open then a pressure drop will occur in the accumulator in the
valve block and the system will shut down, and the gas lines will be purged with inert gas.

 Should the pressure drop not be detected, the excess gas entering the cylinder will
continue to burn as it leaves leading to a high exhaust temperature on that cylinder,
leading to slow down, again shutting off the gas supply.

 In the unlikely event of late ignition of the gas occurring in the exhaust manifold, leading
to a rapid pressure rise, the receiver is designed to withstand a pressure of 15 bar.

 Any failure of injection of pilot fuel leading to non combustion of the injected gas will lead
to the gas supply being shut off and the gas lines purged with inert gas.

69. What is IACS require that the following safety requirements must be met ?

 Only oil fuel is to be used when starting the engine.

 Only oil fuel is, in principle, to be used when the operation of an engine is unstable,
and/or during manoeuvring and port operations.
 In case of shut-off of the gas fuel supply, the engines are to be capable of continuous
operation by oil fuel only.
 Crankcase relief valves are to be fitted in way of each crank throw. The construction and
operating pressure of the relief valves are to be determined considering explosions due to
gas leaks.
 Explosion relief valves or other appropriate protection system against explosion are to be
provided in the exhaust,scavenge and air inlet manifolds.
 The exhaust gas pipes from Dual Fuel engines are not to be connected to the exhaust
pipes of other engines or systems.
 Starting air branch pipes to each cylinder are to be provided with effective flame
arresters.
 Flame arresters are to be provided at the inlet to the gas supply manifold for the engine.
 Arrangements are to be made so that the gas supply to the engine can be shut-off
manually from the starting platform or any other control position.

If a cross-head type engine is used as a Dual Fuel engine:

 The crankcase is to be protected by oil mist detector or bearing temperature detector.
 Gas detecting or equivalent equipment is to be provided for piston underside space of
cross-head type engine.
70. Explain term cascade system with reference to jacket water cooling system ?

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Cascade control involves the use of two controllers with the output of the first controller
providing the set point for the second controller, the feedback loop for one controller nestling
inside the other (Figure 13.19).Output of secondary control is used to adjust the control
variable. Such a system can give a improved response t o disturbances.

Cascade system consist of 2 different sensors fitted one measuring the inlet temperature of
J.C.W to the engine and second one is measuring the outlet temperature of the engine . This
allow fast response in case of change in load.

71. What are the problems associated with improper lubrication of cylinder liner ?

The principal objects of cylinder lubrication are:

1. To separate sliding surfaces with an unbroken oil film.(hydrodynamic lubrication)

2. To form an effective seal between piston rings and cylinder liner surface to prevent blow
past of gases.
3. To neutralise corrosive combustion products and thus protect cylinder liner, piston and
rings from corrosive attack.
4. To soften deposits and thus prevent wear due to abrasion.
5. To remove deposits to prevent seizure of piston rings and keep the engine clean.
6. To cool hot surfaces without burning.

In practice, some oil burning will take place, if excessive this would be indicated by blue
smoke and increased oil consumption.
As the oil burns, it should leave as little and as soft a deposit as possible. Over lubrication
should be avoided.

Improper lubrication which means, less quantity of cylinder oil injected, excess quantity is
injected and improper timing of injection (usually injected between 2&3 ring during
compression stroke )

Clover-leafing:
Corrosion due to sulfur will be high due to the presence of water in fuel and condensate in the
air. This wear is generally seen between the quills. The wear near the quills enlarges and
gives a characteristic of the clover leaf shape to the wear pattern. This phenomenon is called
clover leafingCloverleafing will be caused when the supply of lube oil is not uniform around
the radial bore of the liner. The normal effect is for the oil to reduce in alkalinity away from
the injection point, thus if the oil becomes acidic then high corrosive wear rates will result.

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This will cause uneven bore wear rates, with heavy wear in the areas furthest away from the
oil injection points.

Microseizure:
Microseizure is caused when the liner and piston ring material is pressed together causing
localised welding of the material in the absence of sufficient lube oil. The causes are
insufficient oil and/or excessive cylinder pressures causes heavy ring/liner contact forces. The
appearance is heavy scratching/tearing in the vertical direction, together with a localised
hardening of the ring and liner material.

TBN - total base number

Total Base Number (TBN) is the quantity of acid, expressed in terms of the equivalent number
of milligrams of potassium hydroxide that is required to neutralize all basic constituents
present in 1 gram of sample (mg KOH/g).

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