EK Vol 2 PH 2 Consolidated Notes

Phase 2 – E. K.
Hand-Out (Part II of II)
Phase 2 – E. K.
HANDOUT –
Diesel Engine
(Part I of II)
Page 1
Phase 2 – E. K. Hand-Out (Part II of II)
Disclaimer
Copyright ARI. All other copyrights and trademarks acknowledged.
The purpose of this book is to use it as study material for ready reference during the study program
only and not for commercial distribution by MASA. Title, interest and relevant rights for this work
and compilation reside with ARI.
All rights reserved.
Page 2
PHASE II HANDOUT
DIESEL ENGINES
• Internal Combustion Engine: Fuel burnt inside. E.g. Diesel & Petrol Engine .
• Stroke: Piston travel between two extreme points.
DISADVANTAGES OF DIESEL ENGINE
• Cold weather Start – Poor
• Initial Cost >
ADVANTAGES OF DIESEL ENGINE OVER A PETROL ENGINE
• Efficiency: 20%-30% Better;
• Durability: >er; >er Pressure, so Stronger; Longer life.
• Lugging Power: >er Instant Torque Under Load.
<er Initial Acceleration
• Less Pollution: >er Particulate, C & visible Soot but <er Toxic CO vs Petrol Engines;
STRUCTURAL COMPONENTS
• Cylinder Head/Assembly
– Serves to admit, confine, and release fuel/air
– Cover to cylinder block
– Supports valve train
• Crankcase
– Engine frame section that houses the crankshaft
• Oil sump
– Reservoir for collecting and holding lube oil
THREE GROUPS – ACCORDING TO MOTION
• Reciprocating only (pistons and valves)
• Reciprocation & rotary (connecting rods)
• Rotary only (crankshafts and camshafts)
Page 3
Page 4
4 STROKE
• Piston
– Acted on by combustion gases
– Lightweight but strong/durable
• Piston Rings
– Transfer heat from piston to cylinder
– Seal cylinder & distribute lube oil
• Piston Pin
– Pivot point connecting piston to connecting rod
• Connecting Rod
– Connects piston & crankshaft
– reciprocating rotating motion
• Valves
– Intake: open to admit air to cylinder (with fuel in Otto cycle)
– Exhaust: open to allow gases to be rejected
• Camshaft & Cams
Page 5
– Used to time the addition of intake and exhaust valves
– Operates valves via pushrods & rocker arms
Page 6
2 STROKE ENGINE
Page 7
Exhaust Valve Turbocharger
Fuel
Entablature
Injector
Liner &
Piston
Stuffing Box
Fuel
Pump
Diaphrag
m Cross Head
Camshaft
Connecting Frame
Rod Crankshaft
Bedplate
Tie-Bolts
Page 8
Crankshaft
TURNING GEAR
Page 9
The turning gear interlock is a control valve which will not allow starting air to operate the
system when the turning gear is engaged.
LIST THE SAFETY CHECKS NECESSARY BEFORE USING THE TURNING GEAR
1. Ensure propeller is Clear & no Divers etc are near the vessel – Get propeller
clearance.
2. Open Indicator Cocks.
3. Ensure no one inside the engine.
4. Ensure starting Air is closed to Main Engine.
5. Limit switch is fitted on Turning Gear Engaging Lever with light indications at Local
Maneuvering Station & ECR  Turning gear is engaged/ disengaged.
6. Put Placard at Telegraph ‘Turning Gear is engaged’
7. Engage turning gear  Turning pinion gear teeth have completely meshed with
flywheel gear teeth.
8. Gears should be well lubricated/grease.
9. Keep a check on Motor Amperes.
WORKING PRINCIPLE OF INTERNAL COMBUSTION ENGINE
• Increased pressure of combustion gases acts on piston  converted to rotary motion

• Can be 2 or 4 Stroke engines Engine.
– A stroke is a single traverse of the cylinder by the piston (from TDC to BDC)
– 1 revolution of crankshaft = 2 strokes of piston
– 2-stroke: 1 power stroke per 1 crankshaft rev
– 4-stroke: 1 power stroke per 2 crankshaft rev
4-STROKE DIESEL ENGINE
• Intake stroke
– Intake valve open, exhaust valve shut
– Piston travels from TDC to BDC
– Air drawn in
• Compression stroke
– Intake and exhaust valves shut
– Piston travels from BDC to TDC
Page 10
– Temperature and pressure of air increase
• Power stroke
– Intake and exhaust valves shut
– Fuel injected into cylinder and ignites
– Piston forced from TDC to BDC
• Exhaust stroke
– Intake valve shut, exhaust valve open
– Piston moves from BDC to TDC
– Combustion gases expelled
4 STROKE
2 STROKE
 1 Power Stroke every 1 Crankshaft Revolution (vs 2 in 4-S)
Page 11
 Scavenging: Eliminates Burnt Exhaust Gases from cylinder by the Incoming Air.
Valve overlap assists in scavenging.
 Exhaust valve open, inlet port exposed open
 Pressurized air enters, expels combustion gases
 Piston near BDC
 Uses pressurized air to simultaneously supply new air and expel combustion
gases
 Compression
 Intake and exhaust valves shut
 Piston travels from BDC to TDC
 Temperature and pressure of air increase
 Power stroke
 Intake and exhaust valves shut
 Fuel injected into cylinder and ignites
 Piston forced from TDC to BDC
 Exhaust Stroke – Inlet Closed and Exhaust Open
Page 12
2 VS. 4 STROKE ENGINES
ADVANTAGES OF 2 STROKE ENGINES:

- 2-S: Simple construction, fewer parts , 1 valve or only ports; 4-S: complex, valve, RPM >
- 2-S: Fires once every revolution; 4-S- fire once in 2 revolution
- 2-S: Direct to Propeller; 4-S: Through reduction Gear
Disadvantages of 2 Stroke Engines:

- 2-S: shorter life.
- 2-S: Bigger Engines require Cylinder Lube.

- 2-S: Fuel efficiency Poor
- 2-S: Combustion Poor

- 2-S: produces more pollution.
SCAVENGING: Eliminates Burnt Exhaust Gases from cylinder by the Incoming Air. Valve
overlap assists in scavenging.
Page 13
 Exhaust valve open, inlet port exposed open
 Pressurized air enters, expels combustion gases
 Piston near BDC
 Uses pressurized air to simultaneously supply new air and expel combustion gases
Types of SCAVENGING
SCAVENGE FIRE
Page 14
SCAVENGE FIRE CAUSES
Source of FUEL
1. BLOW PAST between Cylinder Liner & Piston
• Leaky, sticky / broken P.rings
• Worn Liner , P.Rings
• Misalignment of Piston,
• Ovality of liner
 Excess / Under CYLINDER OIL  or draining thru Scav Ports
 Fuel OIL: Un-burnt F. Oil / CARBON  bad combustion:
Page 15
• Defective injectors
• Fuel particles striking liner
• Cracking of Fuel
• Exh Valve Leaking
• In complete combustion  prolonged slow speed
• PISTON Rod STUFFING BOX Leak/damaged P.Rod carrying

CRANKCASE OIL
3. Oil Cooled Piston Crown Crack
5. EXHAUST manifold BACK-PRESSURE causes gases to go thru Scavange

spaces
• Deposits on Exhaust Ports
• GRID Fouled before Turbine Inlet / Turbine Blades - Fouled
• Choking of Economizer
SOURCE OF HEAT
 T/C: Scavenge Trunk Oily / Eng Room having Oil Mist
 COMBUSTION SPACE SPARKS / Hot Gases
 Bad Timing- Slow Ignition & Afterburning
 Exhaust Back Pressure, causing Blowback through Scavenge Ports.
 Stuffing Box Runs Hot
SCAVENGE FIRE Indications of fire
• Temperature Sensors: U.P. Spaces 60/120 0C (Auto Slow Down).
• Heat Sensitive Tape / Paint Acrid smell; Fire/sparks: Drains in scavenge

Trunk & Under Piston Spaces.
• Power Loss, Irregular Running, RPM drops as power generation in affected cylinder
is reduced.
• T/c Surging.
Page 16
• > Exhaust temperatures of effected units.
• Black Smoky Exhaust: Sooty / Carbon particles.
• J. Water Temperature of effected unit high.
• Piston Cooling Temperature high of effected unit
• Worsening Fire: Scavenge Trunk: Pressure relief valves may Lift (self closing
spring loaded valve)
Fire may spread to other cylinders
HOW TO FIGHT SCAVENGE FIRES
2 immediate objectives
1. Curtail the fire
2. Prevent / Minimize Engine Damage.
STEP 1
• Inform bridge / Engineers alarm
• Reduce speed  Dead Slow Ahead
• All Scavenge/U.P. Drains SHUT - prevent Sparks to E. Room
• Affected Cylinder Fuel ‘CUT OFF’ /c/o to diesel (if required)
• Maybe!Cylinder Lubrication is INCREASED to avoid seizure of Piston/ Liner.
• Coolant flow thru Jacket and Piston is maintained.
• KEEP CLEAR OF SCAVENGE SPACE RELIEF VALVE to prevent human

injury.
A Minor Fire in few minutes burns out without damage.
STEP 2
• Impacted unit Run on REDUCED POWER TILL inspection of Scavenge Trunk

/Overhaul of unit & Cause of FIRE investigated
• STOP Shaft Alternator, F.W. Evaporator, etc
• STOP ENGINE, engage TURNING GEAR  Put affected Unit such that Scavenge
Ports CLOSED.
Page 17
• Stop Fuel oil Booster pump
• Stop Auxiliary Blowers of Main Engine
• Cover t/c air suction filter
• Coolant flow through jacket and piston is maintained, specially impacted unit.
• Fire extinguishing Medium used in U.P Space
• Inject CO2 (diffuser head essential as gas required & not Liquid-cracks), or
Smothering Steam (drain off water - Avoid H2 Fire) from line & use steam to
extinguish fire).
Fire extinguished before it spreads to scavenge Trunk
STEP 3
If Fire Still not stopped & spreading to Scavenge Space
• BOUNDARY cooling of Scavenge trunk May be Necessary.
• Keep CLEAR of Scavenge Relief Valves
• DO NOT OPEN up for Inspection till Engine Cooled/Fire Off
SCAVENGE FIRE REMEDIAL ACTIONS
• Keep portable extinguishers standby near scavenge doors.
• Before Opening Scavenge door Ventilate space if CO2 used
• Open scavenge/ U.P. doors carefully, Clean
• Inspect – Trunk, Liner & Water seals, Full Piston, Piston
rings, Gland, Piston Alignment – Turning Gear Ampere, Inspect crankcase for heat affects,
Scavenge Valve, Guides and Guide shoes .
• Heat causes Distortion, Piston Rod Binding in Stuffing Box, Piston & Liner,
Diaphragm plate & Frame for cracks/distortion
• Check tightness of Tie bolts. (Elongated)
• Inspect Reed valves if fitted, Scavenge Relief Valve Springs.
• Faults Diagnosed & Rectified.
• Fire Extinguishers be Recharged
Page 18
CRANKCASE OIL MIST EXPLOSION
• Occasional Mechanical Failures in the crankcase are inevitable.
• A minor problem with a Bearing Shell for example, will cause a ‘HOTSPOT’ and
generate large volumes of oil mist. If not detected quickly, major damage may be
caused to the crankshaft and a crankcase explosion may result.
Source of FUEL
Lube Oil Mist - Vapor
Lubricating oil contaminated
by fuel – vapor
SOURCE of HEAT
• HOT SPOT
• Fuel/ Hot Exh GAS BLOW-BY (4S)
• BEARINGS in Crankcase: Lube oil failure or mechanical failure
• Main bearings
• Bottom end bearings
• Cross-head bearings, slides
• PTO Gear Bearings
• Crankshaft failure
• Chain/Gear drive bearing failure
• Weight on chain Tightener falling off
• Misaligned Camshaft
• INLET pipe for PISTON COOLING oil falling off / P.Crown Failure
• Piston rod alignment
• Incorrect spring mounted in piston rod STUFFING box
Page 19
• Hot gases BLOW-PAST- Piston Rod Stuffing Box in 2 Stroke, (Piston Ring/Liner
wear in 4 Stroke)
When Oil Mist reaches 50 mg/L of Crankcase Volume , LEL Limit reaches
CRANKCASE EXPLOSION,
sequence of events,
MECHANICS OF EXPLOSION
1. Generation of Hot spot
2. Generation of HC VAPOUR from Lube & Fuel contaminants
3. Vapour Propagates to Cooler region
4. Vapor Density Increases
5. Air & vapor concentration reaches explosive limits
6. If this vapor reaches Hotspot  EXPLOSION  followed by Rapid Pressure build-

up  PRIMARY Explosion (aprox 7 Bar)  C.case Door Relief Valves Lift. (0.07Bar)
7. Slight Vacuum in C.case.  If Relief Valves do not Close/ Large qty of Fresh Air
enters C.Case  SECONDARY Vicious Explosion (13 Bar)
RELIEF VALVE
Page 20
• IC Eng >200mm Bore or C/case Vol of > 0.6m3 has C/Case relief Doors
• Additionally, UMS Eng > 2250 KW either OMD Or Brg Sensor
Page 21
PREVENTION OF CRANKCASE EXPLOSION
CRANKCASE EXPLOSION
HOW TO PREVENT
• Avoid hot spot, by proper Engine Maintenance and Operation
• Detect vapor generation at early stage by Oil mist detector
CRANKCASE EXPLOSION
WARNING & PREVENTION DEVICES
Oil mist detector 2.5mg/L or 5% LEL – Light Scatter Type (twice/second each unit or Light
Comparator type for 2Stroke /Level for 4Stroke)
Crankcase pressure Relief Door
Bearing Temperature Monitoring devices
Crankcase exhauster fan
WIRELESS TEMPERATURE SENSOR
for bearing monitoring system
Page 22
LIGHT SCATTER TYPE OMD
• Measuring Receiver at 900 to Transmitter.
– This Receives the light scatter.
• Opposite to LED Transmitter is Compensating Receiver  measures mist

contamination.
• If NO OIL MIST  no LIGHT Scattered to Receiver.
• Thus > oil mist  > light will be received. Using a program, it is possible to obtain
linear readings in mg/l which relates to the known LEL of oil mist.
• Small Detectors in EACH CRANK COMPARTMENT, obtain SIMULTANEOUSLY

readings aprox. 0.5 sec.
Page 23
Internal combustion engines of 2.25 megawatts and above or having cylinders of more than
300 millimeters bore shall be protected against crankcase explosions by the provision of oil
mist detectors or equivalent.
One of the most disastrous accidents in crankcase explosion was on “Reina del Pacifico” in
1947 causing loss of 28 lives
Obscuration / Level Type OMD?
1. This operates on the principle that the white or condensed oil mist will obscure the light
falling on the photocells which are normally in balance. The value of the differential or
out of balance current shown on the instrument dial or a chart recorder is thus a
measure of the density of the mist. When its concentration reaches 2.5% of LEL, the
device sounds a warning gong. (Under normal running conditions the % of obscuration
is too low to register a reading) As the warning point is set well in advance of the danger
point (When the LEL is reached), there will be enough time to remedy the defects by
slowing/stopping engine.
2. Obscuration used by many oil mist detection equipment suppliers works in the opposite
direction to light scatter in that if there is no oil mist there is a 100% light transfer.
3. Obscuration works on the principle of having a sensing chamber with a transmitting LED
at one end and an LED receiver
4. This can lead to a false alarm as the difference between a contaminated LED and a high
oil mist concentration cannot be recognized. (This is a very real problem and should be
emphasized.)
5. Obscuration does not allow a true zero as the instrument needs to be set up on a
running engine; therefore the oil mist level seen by the monitor is not known.
6. Also Absorption of light is not linear. This is why this type of oil mist monitor cannot
relate quantified measurements such as mg/l. It has to rely on looking for deviations to
operate the alarm system. Each crank compartment needs to be scanned at least twice
to set a deviation and this is then compared with a compressed clean air comparator.
7. Normally this air supply is contaminated as there is usually no clean air supply available
in the engine room. The contaminated air is one factor in creating dirty lenses.
8. The two major problems with an obscuration system are they are prone to false alarm
and are very slow in detecting rising oil mist.
Page 24
COMPARATOR TYPE OMD
 COMPARATOR: sample taken from each crank chamber is compared in turn with the
combined mist from remaining chambers.
 Comparator: Crosshead type 2 stroke engines where there is a low background of oil
mist, a sub-divided crankcase and relatively slow speeds.
Page 25
LEVEL TYPE OMD
 LEVEL: Involves comparing sample from each crank chamber in turn with clear air
 Engines where there is a high background of oil mist and little or no sub-division of the
crankcase, i.e. high and medium speed trunk piston engines.
Later types of obscuration detector use an infra red light source at one end of the
measuring chamber and an infra red receiver at the other end.
Describe how to maintain an oil-mist detector in good working order
Older Light Absorption type (Comparator/Level type)
It is important to carry out routine maintenance of OMD to prevent false alarms.
1. The sensitivity of OMD should be checked on a regular basis.

2. As all the samples contain a small amount of mist, the lenses and mirrors tend to get
dirty and thus require periodic cleaning.
3. The extractor fan and the rotating valve should be checked to avoid chocking of a
particular sampling tube.
4. The sampling tubes that connect cylinders to the OMD should not have any loops and
also shouldn't be of length more than 12.5 meters.
5. The rotary valve should be cleaned/ checked for proper working.
6. Regular Functional Tests
7. Follow makers instructions
Page 26
LIGHT SCATTER TYPE
1. Splashed oil can contaminate the detectors.

2. To prevent this care has to be taken in the placing of filters/ labyrinths / baffles correctly
inside the crank-case of each unit.
3. Routine cleaning of these filters is essential.
4. Regular Functional test
5. Follow makers instructions
SUPERCHARGING
• Supercharging: Method of increasing Air inlet Density.
More Fuel + More Air = Bigger Explosion = Greater Horsepower.
• Supercharging can be done using either one of the following:
1. Superchargers
2. Turbochargers
Page 27
WHY SUPERCHARGING
• >er Engine Power
• >er Torque
• Complete Fuel Combustion.
• <er Pollution, as complete combustion
SUPERCHARGER
 Equipment that Compresses Air Delivered to Engine
 Oversupplying Air, without increasing Size.
 Hence >er Fuel can be burnt.
PURPOSE OF TURBOCHA
 Device to Compress air flowing into Engine. Also called “Turbos”, & is a device for
Forced Air Induction.
 Utilizes Heat from Exhaust gas Energy
 Supplies excess Air so that More Fuel can be burnt in same Size of Engine.
 >er Power is derived by each Cylinder, i.e. Increase Engine Horsepower.
TURBOCHARGER (TURBINE COUPLED WITH CENTRIFUGAL COMPRESSOR)
Major parts are:
 Turbine.
 Compressor.
 Ball / Fluid Bearing.
 Intercooler:
 Compression of air, causes air to Heat up & Expand.
 Itercooler cools the air, reducing the Volume for the same Mass.
Page 28
Page 29
CONSTANT PRESSURE SUPERCHARGING
• All cylinders discharge their Exhaust Gases to a Common Manifold, which Dampens
all the Exhaust Pulses.
• Thus during the Entire Cycle the Exhaust Gases are Maintained at Constant
Pressure to make use of a Pure Reaction Turbine.
Advantages:
- Exhaust piping is very simple for a multi-cylinder engine
- Better T/c positioning
- Engine RPM is not limited by the pressure waves in the exhaust pipes
- Greater Turbine Efficiency
Disadvantages:
- Scavenging is NOT efficient.
- At part load, turbine efficiency reduces due to partial admissions to the turbine.
- Due to large exhaust Manifold, system is insensitive to changes in the engine

operating condition, i.e. Delay in acceleration etc results in poor combustion.
Page 30
PULSE TYPE SUPER CHARGING
• As Exhaust Valve Opens, a considerable amount of blow down energy is converted

into Exhaust Pulses.
• Pulses from cylinder, individually enter the Turbine Thru Independent Narrow
Exhaust Pipes by Shortest Possible Route & in the Turbine Work is Done.
Advantages:
-Less Space required due to short & smaller diameter pipes.
-Better scavenging. Sudden drop in manifold pressure that follows each successive exhaust
pulse, results in a greater pressure differential across the cylinder during scavenge period.
Disadvantages:
- Complicated Inlet & Exhaust pipe arrangements are needed.
Page 31
2 HRS PREPARATIONS FOR STAND-BY
1. Check-Electrical Load (2 A/E), Steering, Boiler, Air Compressor Auto (Both Air
Bottles-FULL)Check
2. Warm Up (Pre-Heat) Jacket - < thermal Stresses (60Deg C)
3. Supply Tanks, Levels, Filters, Valve Align- Drain Water
4. Lube Oil, Hydraulic (Pressure, Filters, Purifier ON)
5. Jacket water – Pressure, Flow Return check
6. Automation Control & Alarms Check – OMD ON
7. Take Propeller Clearance - CPP Oil level  Full ahead / astern Check – STERN
Tube Oil Check
8. Indicator Cocks Opened- Turning Gear Engaged –Turn at-least 2 Revs -Water
leakage Check
9. Fuel System check – Pressure, Hot oil circulated – Centrifuges ON - Drain
10. Aux Blowers – On (For Trying out) – as unnecessary Liner Cooling . Started 2
minutes before Start of Engine.
11. Turning Gear – Disengaged.
12. Align Air Start Line-Drain Air Bottle-Turn M.Eng on AIR-(BLOW Thru)
13. Indicator Cocks CLOSED
14. Test Run Engine (Try out on FUEL) – Ahead & Astern
15. LOG- Telegraph Check (If Recorder-Then On).
1. Steering swing test 28sec & Followup & Non Follow up from Bridge, Rudder
angle indicator synchronize.
2. Clock synchronized.
3. Comm. System (Bridge-Engine-Steering).
4. Engine tried on Ahead & Astern.
ENGINE IS AVAILABLE FOR STAND-BY; BUT CHECK
16. Watertight/Tunnel Door, etc. Closed Position Indicator.
Page 32
17. Bow/Stern thruster tested, S.W.Cooling allign
18. Whistle - Steam/air open/electric motor tested
19. Bilge alarms tested - pit/ tunnel - well acceptable.
20. Engine room Hoist, & heavy spares stowed & secured.
24 HOURS NOTICE PRIOR DEPARTURE.
Long Port Stays or After Major Engine repairs
1. Was any Propulsion Machinery Dismantled during stay?
2. M/E Crankcase Inspection: Removal of Tools etc., M.Eng Boxed Up.
3. Bunker:  Voyage Requirement Re-Check  Bunker/Lube.
4. NOW FOLLOW 2 HR PREPARATION ROUTINE
At ‘FWE’
 After ME Stopped, ‘FWE’  Controls to E.R.
 Shut Off Air From Air receiver + to Air Distributor + Auto-Start-Stop Valve Shut +Typhoon
 Check Air drained in Air Manifold.
 S.W. Pump Off.
 Thrusters Off: As per Bridge command Confirmation
 Steering Motors Off: As per Bridge Command Confirmation
 Start Gangway Power
 Start Crane/Deck Cargo Gear mcry as per Deck Instructions
 Fuel Counters taken ME + Boiler + A/E + Cyl Oil Counter.
 Shut ME Fuel Circulating PP. Keep Booster pump ON with Steam Tracing open.
 Fuel purifiers Stopped when Sett/Serv Full or put on recirculation.
 Lube + JW Pumps run for at least 20 minutes  All Inlet pressures/ temperatures
maintained Normal  Not Less.
 OMD Off after minimum 30 min  and checking all units mist is at minimum level in
OMD
 Indicator cocks opened  Turning Gear Engaged & Turned  Post Cyl Lubrication
done.
 ME T/c Air Filter covered with Canvas
Page 33
 JW Preheat Started when Inlet temperature Normal.
 Exhaust Boiler Economiser Circulating Pump Stopped when water outlet temperature <
100 Deg C. Coil Air Vents open.
 Damp Climate daily Turn Engine  After Propeller Clearance & with Lube Pumps ON &
Cyl Lube also done.
 Necessary Voyage repairs done with all Safety precautions.
PROCEDURE FOR STARTING
1. Telegraph Reply lever to Ahead or Astern  This sends air to the Air Distributor
Pneumatic Cylinder which re-positions the air distributor cam to correct telegraph
order.
2. Manoeuvring handle to “START”  i.e. admits Control Air to
1. First Fuel Pump Reverses By Pneumatic cylinders
Page 34
2. Then air goes to the Firing order sequential start unit’s air starting valve
(decided by Air distributor) which turns engine in Desired direction.
3. Air to Automatic Start Air Stop Valve which delivers MAIN AIR to Cylinder
Head Air Starting Valve
3. At firing RPM  Manoeuvring handle put to Running position. Starting air admission
Ceased, Fuel admitted, Combustion, accelerates engine. Regulate Fuel to desired
RPM.
ENGINE REVERSING PROCEDURE@MANOUEVERING RPM
1. Auxiliary Blowers ON.
2. Fuel Shut when Telegraph Reply Lever acknowledged at STOP. Engine quickly
comes to ZERO RPM.
3. Telegraph Reply lever to Ahead or Astern  This sends air to the Air Distributor
Pneumatic Cylinder which re-positions the air distributor cam to correct telegraph
order.
4. Manoeuvring handle to “START”  i.e admits Control Air to
Page 35
1. First Fuel Pump Reverses By Pneumatic cylinders
2. Then air goes to the Firing order sequential start unit’s air starting valve
(decided by Air distributor) which turns engine in Desired direction.
3. Air to Automatic Start Air Stop Valve which delivers MAIN AIR to Cylinder
Head Air Starting Valve
5. At firing RPM  Manoeuvring handle put to Running position. Starting air admission
Ceased, Fuel admitted, Combustion, accelerates engine. Regulate Fuel to desired
RPM.
BARRED or CRITICAL RP
 When Hull Natural Frequency or its Harmonics & the Engine Forced Frequency are
in Synchronization, i.e. Same phase, then RESONANCE occurs resulting in
Excessive Vibration.
 If the Resultant Vibration Amplitude is required to be below a certain value, to limit

stress/prevent fatigue; then Speeds coinciding to the Unwanted Resonance
Amplitudes must be avoided. These speeds are referred to as the BARRED Speeds
(or CRITICAL Speed Ranges).
Page 36
1. With CONSTANT SPEED engines employing a CPP propeller, vibration dampers are
sometimes required due to the load by variable propeller pitch. In some cases there
may even be a BARRED PITCH.
2. This CRITICAL Engine RPM is marked in RED on the TACHOMETER and it is

advisable to overcome the critical RPM range as FAST as possible.
3. Engines can have NIL or 1 or even 2 critical RPM’s.
4. When Barred Speed is Located where it is required to operate the engine, e.g. HALF
AHEAD, a DETUNER or Vibration Damper is fitted to lower the vibration peaks.
(additional rotating mass driven by Crankshaft)
5. The Barred Speed is thus either Removed or Moved away from the area in which the
engine is Operated.
NUMBER OF STARTS IS LIMITED BY CAPACITY OF STARTING AIR RESERVOIR
Two air start receivers are fitted. The total capacity of the receivers must be sufficient
to start the engine 12 times alternating between ahead and astern without recharging
the receivers. In the case of a unidirectional engine, then the capacity must be
sufficient for 6 starts.
The air receiver will be fitted with a relief valve to limit the pressure rise to 10% of
design pressure. A pressure gauge and a drain must also be fitted. A manhole gives
access to the receiver for inspection purposes.
Page 37
Number of starts is limited by Capacity of Starting Air Reservoir
• At least 2 Starting Air Compressors of approximately equal size must be installed.
• Classication requirement for refilling the air bottles is 1-hour in a condition, under
which the main propulsion plant, boilers & auxiliaries are not in operation due to an
absence of power.
• Despite classification requirements, it should be possible to fill the Air Bottles from
the minimum to the maximum pressure in about 30-minutes.
Page 38
SOLAS Requirement:
 Means of preventing OVERLOAD of Machinery.
 Emergency Stopping Device on Bridge, Independent of Bridge Control System.
 Bridge Order shall also be indicated at ECR.
 Remote Operation possible from 1 location at a time.
 Each Location has Indicators showing Location of Control.
 While Transferring Control, NO Significant change in Propeller Thrust; Means to

confirm this to be provided.
 If Failure of Remote Control, LOCAL Manoeuvring possible.
 If Remote Automation Control System Failure, an ALARM should be given OFF.

Control now should be possible from Local Station after Change over to LOCAL.
 Engine operation from Bridge is a Single Lever Operation (telegraph, air starting, fuel
supply, reversing, stopping)
 Engine is started & various Parameters have to be recorded every watch to ensure
that engine is safe i.e. temperature, pressure, flow of Lube oil, JCW, Fuel Oil,
Starting Air, Exhaust gas, etc.
 Tank levels of Heavy fuel oil, diesel oil, & lube oil are measured.
Page 39
 For measuring the parameters we make use of the TRANSDUCERS, in turn sending
the input signal to the automatic control system.
 Bridge is able to control Speed, Direction of Thrust, & (If CPP, be able to change the
pitch), in all sailing Conditions.
 Number of consecutive automatic Air start attempts in case of failure of starting, is

Limited to 3 to safeguard sufficient Reserve Starting AIR Pressure.
 Automatic Fire Detection: Alarms & detection should operate very rapidly &
effectively; placed at numerous well sited places for quick response of the detectors.
 Engine room BILGE HIGH Level / Flooding alarms to be maintained.
 Extended Monitoring & Alarm systems to the BRIDGE & Accommodation while ship
is in UMS.
Page 40
BRIDGE CONTROL: Control Systems for Main Engine Bridge, ECR, & Local
Page 41
Bridge Control Unit
• Connects all external Interfaces such as Joystick etc.
Engine Control Room Panel
• Chief Limitations, Diagnostic panel with each alarm & specific text
Central Unit
• Usually in ECR, CPU responsible for Pitch & Rpm regulation.
Local Unit for Main Engine
• Manoeuvring Station with Main Engine RPM Regulation.
Local Unit for CPP
• Emergency Stand near hydraulic power-pack with option of driving pitch locally with
push-buttons.
LIST OF ALARMS & INDICATORS FOR BRIDGE CONTROL
1. Remote Control Station In Use Indication
2. M.Eng STARTING FAILURE Alarm (after Usually 3 Attempts).
3. Remote SYSTEM FAILURE Alarm
4. Before Transferring Control from ECR/BRIDGE Station & Vice versa, Indicator for
Control Signal Setting for M.Eng Load must Match in both Stations.
5. Single Lever Telegraph Orders activated from Bridge are to be Indicated in the
Control rooms.
6. RPM Indicator & Direction of Rotation (Reversible Engine) with CRITICAL/BARRED

RPM.
7. Running Direction Indication- Ahead/Astern
8. M.Eng Load Indicator
9. Load Program ON Indication & Override
10. Main Air Reservoirs Pressure Indicator
1. LOW Pressure Alarm
11. Independent Emergency Shut Down /Alarm
Page 42
12. Indication for SLOW/SHUT DOWN of M.Eng.
1. Emergency Override & indication showing manual override.
13. Main Engine SLOW Down & SHUT DOWN
1. SHUT DOWN Alarm/Indication
1. Low Lube Oil Pressure
2. Over-speed
3. High Jacket water Outlet Temperature
2. SLOW DOWN:
1. High Scavenge Air temperature
2. Engines of 2250 Kw & above or Cylinders with Bore more than 300mm are
provided with Oil Mist Detector for Crankcase or Bearing Temperature
Monitor.
3. Low Piston coolant outlet Flow
4. Low Piston coolant Pressure
5. Low Cylinder Coolant Pressure
6. High Exhaust Temperature Differential
7. Cylinder Oil No FLOW
14. For CPP Ships Propeller Pitch (Ahead/Astern) & Engine RPM with
CRITICAL/BARRED pitch Indicator.
• Manual Increase & Decrease of Pitch also possible.
Page 43
Page 44
BRIDGE CONTROL: M. ENGINE STARTING ARRANGEMENT
Page 45
 Engine operation from Bridge is a Single Lever Operation (telegraph, air starting, fuel
supply, reversing, stopping)
 Barring Critical RPM Running (Torsional Vibration)
 All operations Should take place Automatically & Receive a Confirmation signal that
orders obeyed.
 Movement of Telegraph from STOP must first Initiate Checks like:
 Turning Gear Interlock
 Starting Air is available at Correct Pressure
 Cooling Water, Lube Oil, Fuel Oil supplies in order before Starting Sequence
begins
 Starting Sequence includes:
 Camshaft In Correct Position
 Starting Air is Admitted, Shaft Turns in correct direction of Order.
 Shaft has sufficient min RPM for Combustion.
 Admission of Fuel & Starting Air is Shut.
 RPM adjusted as per Command of Control.
 If Initial firing RPM NOT reached in 1 st go in stipulated 3-4 secs, a further 4sec is
allowed to elapse & Cycle is Repeated, still under auto control. Normally after 3 failed
starts Operation Ceases & Alarm Comes.
BRIDGE CONTROL of Direct Reversing D.Eng
Page 46
NEED TO CONTROL RPM WHILST CARRYING OUT TURBOCHARGER

WASHING
Why Turbocharger Washing
 Cleaning of Turbine /Blower side is carried out at regular time interval to remove
carbon, soot & exhaust deposits.
 Cleaning is carried out when the engine is running.
 If Turbine side cleaning is not done, then fouling may lead to Back Pressure
& Surging resulting in breakage of turbine blades.
 If Blower side cleaning is not done; supply of air to engine is reduced; results in lack
of air & improper combustion with black smoke.
Blower Washing
 Full RPM; Daily
 ACC-9 + Water (About 300 mL Total)
Need to control rpm whilst carrying out Turbocharger Washing
Water Washing
1. Engine RPM Reduced till T/c Exhaust Inlet < 420°C = T/c RPM = 2500
• Hot Fresh Water (3-4 Bar) injected thru regulating valve  to Turbine side  to
avoid Thermal Shock
• During Water Washing drain kept open. When Water Feed is closed the drain is
observed until NO water comes out.
• Engine run for 10 to 20 min with < rpm to dry the Turbine.
• Before RPM Increase, shut Drain & check for Abnormal Vibrations.
2) Dry Washing
 Grit Size Specific, Carbon Granules (or Walnut) used. Injected in Turbine through 7
Bar Compressed Air System.
• NO risk of thermal stresses, so Engine RPM NOT REDUCED
Page 47
DESCRIBE ARRANGEMENTS NECESSARY FOR APPROPRIATE & EFFECTIVE

ENGINEERING WATCHES TO BE MAINTAINED FOR THE PURPOSE OF SAFETY
UNDER NORMAL CIRCUMSTANCES & UMS OPERATIONS
Paragraph 425(1)(db) of the Navigation Act 1912 makes provision for the safe navigation &
operation of ships by giving effect to:
(a) Regulation I/14 of the STCW Convention (Responsibilities of companies); and
(b) Chapter VIII of the STCW Code (Standards regarding watch-keeping).
Engine Department
 As per the Manning Certificate
 It depends on type of ship
 Degree of Automation
 Machinery Type
 Certified persons with STCW certification (Standard of training, Certification

& Watch-keeping);
 Usually
 C. Engineer
 2 other Engineers, 1 Management level & 1 Operational level.
 1 Electrical engineer
 Engine room rating
WATCH KEEPING SYSTEM
Watch-keeping Involves Following actions:
 Must follow Drug & Alcohol Policy.
 Must follow Company Safety Policy.
1. Fire Fighting equipment: Knowledge, Location & Operation.
2. Alarms: Distinguish different Alarms & Action required.
3. Communication system: Protocol on how to summon Help
4. Escape Routes: Awareness
Page 48
Page 49
Watch Keeping Parameters
1. LOG readings: Verify at Start & During Watch.
2. SPECIAL or STANDING ORDERS or potential HAZARDS.
3. WORK in PROGRESS, its effect on Operation & Safety.
4. Tank Liquid LEVELS: Regular Checks on Fuel, Lubes, Water, Slop, etc.
5. BILGE levels Check.
6. Running Machinery Check: At appropriate intervals Main, Auxiliary & Steering.
7. Operating & Standby Mode: Pumps, Equipment etc
8. Record & follow Bridge orders: Promptly & keep C. Engr informed.
9. FUEL TRANSFER etc.  Continuous attention, Tank Aligned, no overflow.
10. Fill Log Book: Actual readings & that they are in range.
11. Consumption: Lubes, Fuel, Freshwater etc.
12. Fresh water made & used.
13. Engine Room Issues: That affect Safety  Engine Malfunction, Speed,
Manoeuvrability, Power Supply etc., BRIDGE & C/Eng informed Immediately.
14. If in DOUBT or any emergency: as to what decision or measures to take 

Ask/Inform C.Eng.
UMS: UNATTENDED MACHINERY SPACES
Essential requirements for any (UMS) Ship:
To be able to sail at sea are enumerated in the SOLAS 1974 Chapter II-1, regulations 46 to
regulation 53.
 M.Eng on Bridge Control;
 Pump Standby Panel on Auto;
 Extra Generator Power supply available;
 Em Generator in operational & Auto Mode;
 Fire Alarm ON
 OMD ON
Page 50
 Bilge alarms ON.
 E.R. Alarms will come in ECR, on Bridge, Public Places & Duty Engr Cabin.
 If not acknowledged in 3’  All Engrs Alarm;
 If not acknowledged in next 2’ then General Alarm.
 Anyone entering or leaving Engine Room  Must inform Duty Watch Deck Officer.
E.Room DEAD MANS ALARM  10’ in ECR.
 RPM changes by Bridge  (i.e. Bridge Control) while on sea passage, Duty engineer
to be informed, if possible, prior to those changes.
 Duty Engineer is allocated & Bridge Informed;
 Duty Engineer Immediately Available ON CALL to attend machinery spaces.
 Inspection Tour before retiring for the day  about 2200 hrs.
 Duty engineer  additional Day Watch-keeping responsibilities.
 Other Engineers on Day work.
Page 51
FUEL OIL SYSTEM FROM BUNKER TANK TO
INJECTION
ONLY FOR EXPLANATION:

FUEL INJECTION SYSTEM
Page 52
T/c
Master PID Controller
Slave Controller
Correct temperature control is
easier to handle when LT and
HT waters are not mixed; &
kept separate.
FRESH WATER H.T.

COOLING SYSTEM
Page 53
Page 54
INDICATOR CARDS
Type of ENGINE CARDS/Diagrams
1. Indicator Diagram: Indicator Drum rotating in phase with the Piston Movement.
 Taken via Indicator CAM & NOT by Hand.
 Power Calculation & Pressure Variation wrt Piston Position.
2. Draw Diagram: Indicator drum 900 OUT OF PHASE with the piston stroke,
covering a few degrees before & after the TDC.
 Taken by Hand.
 So that the combustion process can be examined more closely.
3. Light Spring Diagram: In Phase with the engine & with a LIGHT COMPRESSION
SPRING fitted to the indicator.
 Taken by HAND & NOT via Indicator CAM.
 Highlight conditions prevailing in the cylinder during scavenge/exhaust

gas exchange process.
4. Compression Diagram: Taken via CAM & NOT by Hand, like the Power card,
but with the Fuel SHUT Off.
 Shows that the Indicator is correctly synchronized with the engine.
Page 55
POWER CARD OR INDICATOR CARD
At Constant Speed, Calm Sea, Deep Water
 Pressure Measurement during 1 complete engine Cycle.
 Combustion Pressure.
 Power Calculations.
 Evaluation & Efficiency of combustion in the cylinder.
 Running Gear Condition & Irregularities.
 Fuel Injection Irregularities.
Page 56
Indicator & Draw Diagram
A. IGNITION
B. PRESSURE-VOLUME WORKING DIAGRAM
C. IGNITION STROKE
D. DRAW DIAGRAM
E. TOP DEAD CENTER
F. BOTTOM DEAD CENTER
G. PCOMP
H. PMAX
I. OPENING OF EXHAUST VALVE
Page 57
Page 58
DRAW CARD
Pressures
 Compression Pressure
 Max Ignition Pressure.
 Gives Point & Slope of Fuel Injection.
 Injection Condition i.e. Pressure Changes during Combustion & ignition

Characteristics of Fuel.
 Fuel Timings, Injector Faults.
Page 59
3. LIGHT SPRING Diagram
 Taken by Hand. Small Part of Diagram Only.
 Information at Lower Pressures i.e. BDC Region.
 Pressure changes & BLOCKAGES during Exhaust & Scavenge to an enlarged

scale.
Scavenge Pressure
Page 60
Page 61
Page 62

EK Vol 2 PH 2 Consolidated Notes

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

EK Vol 2 PH 2 Consolidated Notes

Uploaded by

Copyright:

Available Formats

Phase 2 – E. K.

Hand-Out (Part II of II)

Copyright ARI. All other copyrights and trademarks acknowledged.

All rights reserved.

• Stroke: Piston travel between two extreme points.

DISADVANTAGES OF DIESEL ENGINE

• Cold weather Start – Poor

• Initial Cost >

ADVANTAGES OF DIESEL ENGINE OVER A PETROL ENGINE

• Efficiency: 20%-30% Better;

• Durability: >er; >er Pressure, so Stronger; Longer life.

• Lugging Power: >er Instant Torque Under Load.

<er Initial Acceleration

– Serves to admit, confine, and release fuel/air

– Cover to cylinder block

– Supports valve train

– Engine frame section that houses the crankshaft

– Reservoir for collecting and holding lube oil

THREE GROUPS – ACCORDING TO MOTION

• Reciprocating only (pistons and valves)

• Reciprocation & rotary (connecting rods)

• Rotary only (crankshafts and camshafts)

– Acted on by combustion gases

– Lightweight but strong/durable

– Transfer heat from piston to cylinder

– Seal cylinder & distribute lube oil

– Pivot point connecting piston to connecting rod

– Connects piston & crankshaft

– reciprocating rotating motion

– Intake: open to admit air to cylinder (with fuel in Otto cycle)

– Exhaust: open to allow gases to be rejected

• Camshaft & Cams

– Operates valves via pushrods & rocker arms

Exhaust Valve Turbocharger

WORKING PRINCIPLE OF INTERNAL COMBUSTION ENGINE

• Increased pressure of combustion gases acts on piston  converted to rotary motion

4-STROKE DIESEL ENGINE

– Intake valve open, exhaust valve shut

– Piston travels from TDC to BDC

– Intake and exhaust valves shut

– Piston travels from BDC to TDC

– Intake and exhaust valves shut

– Fuel injected into cylinder and ignites

– Piston forced from TDC to BDC

– Intake valve shut, exhaust valve open

– Piston moves from BDC to TDC

– Combustion gases expelled

2 VS. 4 STROKE ENGINES

ADVANTAGES OF 2 STROKE ENGINES:

- 2-S: Direct to Propeller; 4-S: Through reduction Gear

Disadvantages of 2 Stroke Engines:

- 2-S: Bigger Engines require Cylinder Lube.

- 2-S: Combustion Poor

 Pressurized air enters, expels combustion gases

 Piston near BDC

SCAVENGE FIRE CAUSES

1. BLOW PAST between Cylinder Liner & Piston

• Leaky, sticky / broken P.rings

• Worn Liner , P.Rings

 Excess / Under CYLINDER OIL  or draining thru Scav Ports

 Fuel OIL: Un-burnt F. Oil / CARBON  bad combustion:

• Fuel particles striking liner

• Exh Valve Leaking