CLASSIFICATION OF HEAT ENGINES

We can broadly classify engines into two

categories those are Internal Combustion Engine
and External Combustion Engine
 Requirements of Main Engine

• Main Engine
• It’s a prime mover of ship.
• It’s a 2-stroke, large, slow speed, cross-head engine.
• It produces high torque, that’s why used for propulsion.
• Power/Weight ratio is high.
• Reversible : maneuvering easy.
• Costly parts, less maintenance, less noise, air intake through
ports, used for propulsion.
 Requirements of Auxiliary Engine

• Auxiliary Engine
• It’s a power generator (electricity).
• It’s a 4-stroke, medium speed, medium size, trunk piston
engine.
• It has high rotational speed and that’s why used for
electricity generation.
• Power/Weight ratio is less.
• Non-Reversible
• Cheaper parts, more maintenance, more noise, air intake
through valves, used for power generation.
CYCLE OF OPERATIONS IN FOUR –
STROKE DIESEL ENGINE
CYCLE OF OPERATIONS IN TWO –
STROKE DIESEL ENGINE
 COMPARISON OF 4s AND
2s ENGINE
Four-stroke engine Two stroke engine

1. One power stroke in two 1. One power stroke In one

revolution. revolution.
2. Turning movement not 2. Turning movement
uniform, requires heavy uniform, lighter flywheel.
flywheel.
3. Less cooling/lubrication 3. More cooling/lubrication
Requires, hence less requires, hence more
chance of wear & tear. chance of wear & tear
4. Cycle completed In four 4. Cycle completed In two
stroke stroke
COMPARISON OF 4S AND 2S ENGINE
(Contd…)
Four-stroke engine Two stroke engine

5.High initial cost 5. Less Initial Cost..

6. Power produced for same 6. Power produced for same
size engine is small. size engine is 1.87 times
higher.
7. High volumetric efficiency 7. Low volumetric efficiency
due to long induction time due to short induction time.
8.High thermal efficiency 8. Low thermal efficiency
COMPONENTS OF DIESEL ENGINE
 P-V DIAGRAM OF A 2 – STROKE DIESEL
ENGINE
Pressure
P-V DIAGRAM OF A 4 – STROKE DIESEL ENGINE
 SCAVENGING
Scavenging is the process of expelling the exhaust gases
from the cylinders of an engine by using the intake air. This
is particularly vital in case of two stroke engines since there
is no separate exhaust stroke.
 NEED OF SCAVENGING

Efficient scavenging is necessary for good combustion

of fuel inside the engine cylinder.
The better is the fuel combustion and power output
of the engine.
Reduces fuel consumption per unit power
Reduces the lube oil consumption
The passage of scavenging air will also assist cooling
of the cylinder, piston, and valves.
Time available for scavenging process in 2 stroke
engine is less than 4 stroke engines.
TYPES OF SCAVENGING

 Cross scavenging

 Uniflow scavenging

 Loop scavenging
 CROSS SCAVENGING

As shown in the diagram, in this

method the fresh charge air passes
are directed upwards in the
cylinder, passing under the cylinder
cover and down the opposite side.

Fresh air is entering from one side

and expelling the exhaust from the
other side.
 UNIFLOW SCAVENGING

With uniflow scavenging

the incoming air enters
at the lower end of the
cylinder and leaves at
the top. The outlet at
the top of the cylinder
may be ports or a large
valve.
 LOOP SCAVENGING

In loop scavenging the

incoming air passes
over the piston crown
then rises towards the
cylinder head. The
exhaust gases are
forced before the air
passing down and out
of exhaust ports
located just above the
inlet ports.
 SUPERCHARGING
Supercharging is the process of inducing air into the
cylinder of an IC engine at a pressure higher than the
atmospheric pressure, by some mechanical means.
PURPOSE OF SUPERCHARGING
 To increase the power output of an engine

without increasing the volume of the engine.

 To overcome the effect of high altitude, like
in case of an aircraft engine
 To increase the power to weight ratio of the
engine.
NEED OF EXHAUST GROUPING

When an engine of more than 3 cylinders discharge

exhaust into a common manifold, the exhaust
period of one cylinder overlaps that of another,
causing interference between them as well as
interference with cylinder scavenging during the
overlap of the intake and exhaust valve overlap
period.
 NEED OF EXHAUST GROUPING
(Contd..)
In the multiple pipe system, the cylinders are
selectively connected to two or more exhaust pipes
keeping in view that cylinders having exhaust
overlaps are kept in different pipes.
 EXHAUST GROUPING
Advantages
 Weight for specified duty is minimum.

 No gearing arrangement is required between the

turbine and the compressor.
 Exhaust of engine becomes quieter.
 Maintenance requirements are minimum.
 Initial cost of the unit is low.
 It requires limited space and is easy to accommodate.
 EXHAUST GROUPING
Disadvantage
Turbine blades should be high heat resistant material.
 Lubrication oil should be pumped on to turbo charger
after stopping the engine.
METHODS OF TURBO CHARGING
 Constant Pressure Turbo charging
 Pulse Turbo charging
CONSTANT PRESSURE TURBO
CHARGING
 CONSTANT PRESSURE TURBO
CHARGING
Advantages
 Good performance in high load
 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%
 CONSTANT PRESSURE TURBO CHARGING

Disadvantages
 Larger exhaust (diameter) pipes are required which
 Increases the dimensions of the engine.
 The response of this system to load changes is poor the
acceleration occurs very slowly when the load is suddenly
increased.
 Scavenging will be a bit difficult.
 At part load the speed of the turbine reduces due to partial
admission to the turbine.
 It require scavenge assistant (Auxiliary Blowers).
PULSE TURBO CHARGING
 PULSE TURBO CHARGING
Advantages
 Rapid acceleration of the turbocharger to a higher speed
can be obtained when the engine is suddenly loaded.
 The space required is less due to short and smaller
diameter pipes.
 At low load and low speed it is more efficient
 No need assistant of scavenge pump and blower at any load
change.
 It is highly response to change engine condition giving good
performance of all speed of engines.
 High available energy at turbine
 Good turbocharger acceleration
 PULSE TURBO CHARGING
 Disadvantages
 The recovery of energy is poor when the pressure ratio of
turbine is high.
 With large number of cylinders complicated inlet and exhaust
pipe arrangements are needed.
 Poor turbine efficiency in case of one or two cylinders or
turbine inlet.
 If the waves take too long to travel to the turbine the
scavenging process is disturbed.
 The exhaust grouping is complicated.
 Different sizes of exhaust pipes are needed for spare.
 High pressure exhaust from one cylinder would pass back into
another cylinder during the low pressure scavenging period
thus adversely effecting the combustion efficiency.
 SCAVENGE FIRE
 For a scavenge fire to begin there must be present a
combustible material, oxygen or air to support
combustion, and a source of heat at a temperature
high enough to start combustion.
 In the case of scavenge fires the combustible material
is oil. The oil can be cylinder oil which has drained
down from the cylinder spaces, or crankcase oil
carried upwards on the piston rod because of a faulty
stuffing box. In some cases the cylinder oil residues
may also contain fuel oil. The fuel may come from
defective injectors, injectors with incorrect pressure
setting, fuel particles striking the cylinders and other
similar causes.
 The oxygen necessary for combustion comes from the
scavenge air which is in plentiful supply for the
operation of the engines.
 The source of heat for ignition comes from piston
blowby, afterburning, or excessive exhaust back
pressure, which causes a blowback through the
scavenge ports.
 INDICATIONS OF SCAVENGE FIRE
Indications of a scavenge fire are :-
 loss in power and irregular running of the engine
 high exhaust temperatures of corresponding units
 high local temperature in scavenge trunk
 surging of turbocharger
 sparks and smoke emitted from scavenge drains
 External indications will be given by a smoky exhaust and the discharge
of sooty smuts or carbon particles. If the scavenge trunk is oily the fire
may spread back-from the space around or adjacent to the cylinders
where the fire started and will show itself as very hot spots or areas of
the scavenge trunk surfaces.
 In ships where the engine room is designed as UMS, temperature
sensors are fitted at critical points within the scavenge spaces.
activation would cause automatic slow down of the engine.
 ACTIONS TO BE TAKEN IN CASE OF
SCAVENGE FIRE
 The engine must be put to dead slow ahead and the fuel must be
taken off the cylinders affected by the fire.
 The lubrication to these cylinders must be increased to prevent
seizure .
 all scavenge drains must be shut to prevent the discharge of sparks
and burning oil from the drains into the engine room.
 A minor fire may shortly burn out without damage, and conditions
will gradually return to normal.
 The affected units should be run on reduced power until inspection
of the scavenge trunking and overhaul of the cylinder and piston can
be carried out at the earliest safe opportunity.
 Once navigational circumstances allow it, the engine should be
stopped and the whole of the scavenge trunk examined and any oil
residues found round other cylinders removed.
 The actual cause of the initiation of the fire should be investigated
 ACTIONS TO BE TAKEN IN CASE OF
SCAVENGE FIRE cont…..

 If the scavenge fire is of a more major nature, if there is a risk of the

fire extending or if the scavenge trunk is adjacent to the crankcase
with risk of a hot spot developing it sometimes becomes necessary
to stop the engine.
 Normal cooling is maintained, and the turning gear engaged and
operated.
 Fire extinguishing medium should be applied through fittings in the
scavenge trunk: these may inject carbon dioxide, dry powder or
smothering steam.
 Boundary cooling of the scavenge trunk may be necessary.
 Keep clear of scavenge relief valves, and do not open up for
inspection until the engine has cooled down.
JACKET WATER COOLING SYSTEM
 FUNCTIONS OF LUBRICATING OIL
 Lubrication - Provide a film between moving parts.

 Cooling - Heat transfer media.

 Sealing - Filling in uneven surfaces
 Cleaning - Holding contaminants in suspension.
 Dampening & Cushioning - Of components under
high stress.
 Protection - From oxidation & corrosion.
 Control Friction – Between mating surfaces
 Reduce Wear - By preventing metal to metal
contact
SEA WATER COOLING SYSTEM
LUBRICATING OIL SYSTEM
FUEL OIL SYSTEM
 CHEMICAL TREATMENT OF COOLING
WATER
Necessary of Chemical Treatment for Cooling Water:-
 Water is an excellent fluid for closed-loop and open-loop cooling and
heating systems because it is so efficient at conducting and transferring
heat.
 It’s also often laden with minerals, organisms and particulates that reduce
system effectiveness and reduce the life of a system’s pipes and tubing.
 There are three major problems in these water systems: microbiological
growth, corrosion and deposition or scale.
Methods of Chemical Treatment for Cooling Water:-
 MICROBIOLOGICAL PROBLEMS, such as bacterial and algal growth,
can be controlled with the use of biocides such as oxidizing and non
oxidizing.
 The common oxidizing biocides are chlorine based compounds, ozone and
bromine.
 Non oxidizing biocides chemicals starve, suffocate or eliminate bacteria’s
ability to reproduce.
 CHEMICAL TREATMENT OF COOLING
WATER
 The other major categories of problems are scale and corrosion.
 SCALE is more likely for levels higher than pH 8.5.
 Scale is caused by precipitation of minerals in the water onto the
surface of metal components.
 The likelihood of a buildup of scale is determined by the hardness of
water, which is based on its composition of minerals, such as
calcium and magnesium.
 Scale can be controlled chemically using substances such as
polyphosphates, phosphonates and various polymers.
Scale is treated in a couple of ways. Commonly, water softeners are
used to pretreat the feed water to remove the minerals that cause
scale.
 Deionizers may also be used. The system water can also be treated
with dealkalinizing chemicals that lower the pH and change the
chemistry of the minerals to lessen their ability to form scale.
 CHEMICAL TREATMENT OF COOLING
WATER
 CORROSION is more likely to occur in water with a pH rating below 8.5,
and scale is more likely for levels higher than 8.5. So both must be treated
in tandem because one can help fuel the growth of the other.
 By pitting metal surfaces, it provides a habitat for scale and bacteria to
form. Although it also takes longer to develop than scale, corrosion is
impossible to fix without replacing parts or equipment, so prevention is
key.
 Corrosion is controlled using a number of different chemicals, depending
on the type of system, discharge regulations and desired pH. The most
common chemical treatment for systems with steel pipes is sodium nitrite.
It works by helping to create an iron oxide film on metal surfaces to
protect them.
 For less durable copper tubes in a closed system, a class of chemicals
called azoles is used. Zinc can be used to enhance the effect of some of
these filming agents, but its use is sometimes limited by discharge
regulations that don’t allow the zinc to be discharged in the blow down.
STARTING AIR SYSTEM
STARTING AIR SYSTEM
 REVERSING OF ENGINE
 Where a gearbox is used with a diesel engine, reversing gears may be
incorporated so that the engine itself is not reversed.
 Where a controllable pitch propeller is in use there is no requirement to
reverse the main engine.
 Diesel engines intended for the propulsion of ship, fitted with neither a
controllable pitch propeller nor a reversing gearbox, are made in direct
reversing form.
 However, when it is necessary to run the engine in reverse it must be
started in reverse and the fuel injection timing must be changed. Where
exhaust timing or poppet valves are used they also must be retimed.
 Astern running involves carrying out the events of the cycle in the reverse
order, i.e. altering the timing of valves and fuel pumps to cause them to
start the engine in the opposite direction and then continue its operating
cycle in this direction.
 REVERSING OF ENGINE
When running at Manoeuvring Speed:
 The fuel supply is shut off and the engine will quickly shut down
 The direction handle is positioned astern and this will reset the
camshaft for astern running
 Compressed air is admitted to the engine to turn it in in the
astern direction
 When turning astern under the action of compressed air, fuel
will be admitted and combustion process will take over and air
admission cease
 Where manually operated auxiliary blower is fitted, it should be
started
 REVERSING OF ENGINE
When running at Full Speed:
 The fuel supply is shut off and the engine will
quickly shut down
 The direction handle is positioned astern and
this will reset the camshaft for astern running
 Blasts of compressed air may be used to slow
the engine down from its ahead running
direction
 Compressed air is admitted to the engine to turn
it in in the astern direction
 When turning astern under the action of
compressed air, fuel will be admitted and
combustion process will take over and air
admission cease
 Where manually operated auxiliary blower is
fitted, it should be started
CAM SHAFT
 TURBO CHARGER
 A turbocharger, is a turbine-driven, forced induction device that
increases an internal combustion engine's efficiency and power
output by forcing compressed air into the combustion chamber.
 This improvement over a naturally aspirated engine's power
output is due to the fact that the compressor can force more air
—and proportionately more fuel—into the combustion
chamber than atmospheric pressure
 The key difference between a turbocharger and a conventional
supercharger is that a supercharger is mechanically driven by
the engine, often through a belt connected to the crankshaft,
whereas a turbocharger is powered by a turbine driven by the
engine's exhaust gas.
 Compared with a mechanically driven supercharger,
turbochargers tend to be more efficient, but less responsive.
TURBO CHARGER OPERATION
 TURBOCHARGER CLEANING
 Turbocharger converts the waste energy of exhaust gas
into useful work.
 Hence it is important to maintain the machinery, or else
the reduced efficiency will hamper the power output of
the marine engine.
 The Cleaning of the Turbine side and blower side is
carried out at regular interval of time to remove carbon,
soot, and other exhaust deposits..
 If the turbine side cleaning is not carried out then the
fouling may lead to back pressure & surging resulting in
breakage of turbine blades.
 If the blower side cleaning is not carried out properly,
then the supply of air to engine will be reduced, resulting
in lack of air and improper combustion with black smoke.
PROCEDURES OF CLEANING TURBINE SIDE
THE CLEANING OF TURBOCHARGER IS
CARRIED OUT WHEN THE ENGINE IS
RUNNING.
Two methods are used to clean turbine side–
1. WATER WASHING
 In this method, the engine speed is reduced until the
temperature of the exhaust inlet falls below 420 °C.
 Fresh Water used for washing must be slightly hot
and the water is injected through a regulating valve
connected to the turbine side.
 This is done to avoid thermal shock to the
machinery.
 While performing water washing the drain is kept
open.
 When the water feed is closed, the drain is observed
until no water comes out.
 The engine is run for further 20 minutes with less
rpm to dry out the turbine from water.
 Before increasing the rpm, drain is shut and any
abnormal vibration must be observed.
 2. Dry Washing
 For Dry washing carbon granules are used which are
injected inside the turbine through compressed air
system.
 PROCEDURES OF CLEANING BLOWER SIDE
THE CLEANING OF TURBOCHARGER IS
CARRIED OUT WHEN THE ENGINE IS
RUNNING.
Procedure For Cleaning Blower Side:-
 The Blower side of turbocharger is
cleaned by fresh water.
 The engine is run at its full load rpm to
achieve best possible cleaning.
 A container is fitted with an inlet line
coming from the blower discharge side
and the outlet line from the container
or cylinder goes for washing blower
side.
 When the valve in the inlet of cylinder
or container is opened, compressed air
carry water with pressure and the
kinetic energy of water cleans the
blower.
 POWER
POWER TO WEIGHT RATIO:-
It is the engine's power output divided by the weight (or mass) of the vehicle.
Power to weight ratio is perhaps the most important criterion used when
choosing an engine for a type of ship. With ships become ultra large in size, their
heavyweight results in higher displacement equals lower speed. Hence to get
better and efficient performance from the ship, it is recommended to have high
power to weight ratio.

SPECIFIC FUEL CONSUMPTION:-

According to the definition it is ratio of fuel consumption per unit time (in Kg/hr)
to power produced by engine (in kWh). So mathematically , SFC is the ratio of
fuel used to the amount of power produced by engine.
SFC = Fuel consumption per unit time (Kg) / Power (Kw-h)
For IC engines , it is of two types :
Indicated Specific Fuel Consumption (ISFC)
ISFC = Fuel consumption per unit time / Indicated horse power
Brake Specific Fuel Consumption (BSFC)
BSFC = Fuel consumption per unit time / Brake Horse Power
 POWER
INDICATED HORSE POWER ( IHP) :- The actual power generated inside the combustion
chamber of the engine by combustion of fuel is IHP. Hence it forms the basis of
evaluation of combustion efficiency or the heat release in the cylinder. It is calculated
based on the design of the engine using a theoretical formula:
PxLxAxN
Where P- Mean indicated pressure of the cylinder
L- Stroke of the engine
A- Cross Sectional Area of the engine cylinder

BREAK HORSE POWER ( BHP):- BHP is the power made at the crankshaft of the engine.
The values obtained in engine dynamometer testing is the BHP.
In simple terms BHP= IHP - FHP,
where FHP is the frictional Horse Power loss.
BHP = 2*¶*N*T
BHP is brake horse power or power measured or available for use.
where T = Torque in kg.m.
N = Speed in R.P.M
 POWER
DELIVERED POWER ( DP) :- The Shaft Horse Power is transmitted to the propeller with
minor transmission losses. The Power available at the Propeller is called Delivered
Power

THRUST POWER (TP) :- The thrust produced by the propeller at a particular speed is
called Thrust Power.

PROPELLER EFFICIENCY :- Thrust Power ( TP)

Delivered Power ( DP)

EFFECTIVE POWER (EP):- The Power available at the hull is called Effective Power

HULL EFFICIENCY :- Effective Power (EP)

Thrust Power (TP)
 TROUBLE SHOOTING OF MAIN ENGINE
CRANK CASE EXPLOSION
 The hot spot created in the crank case results vaporization of oil and
forming of oil mist
 When concentration of oil mist is allowed to increase, it can lead to
explosive conditions
 This mist when comes in contact with hot spot and get ignited, cause
minor / primary explosion ( Minor Explosion)
 The pressure wave of the primary explosion is released to the engine
room through ‘ non – return relief valve’ in the crank case
 However, if pressure wave is not released through NR relief Valve ,
then crank case doors may rupture causing fresh air drawn into crank
case and it may result into a secondary explosion ( Major explosion)
 The Oil mist detector uses photoelectric cell to measure small
increase in oil mist density If the density goes beyond its set value ,
alarm will be sounded
FACTORS FOR WATCH KEEPING SYSTEM IN
ENGINE ROOM
Following are few factors that decide on watch keeping
requirements:-
 Type of Ship
 Degree of automation
 Qualification and experience of the members of the watch
 Weather Condition, Location of the ship
 National and international regulation
 Condition of Machinery
 ACTIONS OF WATCH KEEPER
 The Watch Keeper should have knowledge of fire
fighting equipment w.r.t location and operation
 Should be able to distinguish the different alarms and
actions required
 Understanding Communication system
 PERIODIC CHECKS CARRIED OUT IN
UNATTENDED MACHINERY SPACE
 In UMS class vessels, there are usually no engineer officers
on watch in the engine room (from 1700 hrs. to 0700 hrs).
 If there is a malfunction in any machinery, an alarm will be
sounded in the engine room as well as in the ‘on duty’
engineer’s cabin.
 It’s then the engineer’s duty to go down in the engine room
and investigate the alarm.
 Before the ship’s duty engineer switches the engine room
to UMS mode at the end of day’s work, he/she has to take
thorough engine room rounds to check the condition of all
running machinery systems and try to anticipate any
probable alarms that could occur at night.
 Duty engineer should inform deck officer on watch,
whenever entering engine room during unmanned
operation and should have a check up list
 PERIODIC CHECKS CARRIED OUT IN
UNATTENDED MACHINERY SPACE
 Duty officer should be aware of duty engineer’s location
 Dead Man Alarm for Engine Room during UMS
 All FO/LO and freshwater tanks/sumps are adequately filled
 Bilges are dry and high-level alarms are operational
 Make sure sludge and bilge tanks are minimum safe level
 Smoke and Fire alarms are operational and no zone/detector is isolated
 All alarms and safety cut-outs are operational
 Compressed air receivers are fully charged and one main air receiver is
isolated
 FO separator feed inlets are suitably adjusted. Separating temperature is at
98 Degree Celsius and the automatic temperature controller is operational
 FO/DO overflow tanks are empty
 The emergency diesel generator is on standby
 The CO2 and water mist system are operational
 All soundings self-closing cocks are in closed position and sounding caps
are closed
 Stopped diesel generators are on standby
 PRECAUTIONS TO BE TAKEN DURING
ROUGH WEATHER
 Ensure all the movable objects are secured on Deck, in Engine
Room and Galley.
 Water Tight doors and access hatchways must be properly closed
and secured.
 Heavy weather ballast may be taken considering the ship’s
stability.
 Free surface effect in tanks to be reduced by completely pressing
up the tanks.
 In auto pilot mode, rudder will hunt excessively. So hand steering
mode may be advisable
 Both steering pump should be ‘ON’ mode
 Main Propulsion should be operated in safe regime
 All tanks like Lubricating oil, Heavy Fuel Oil, Diesel oil, Fresh water
should be top up to eliminate free surface effect and also chances
of loosing suction by pumps
 Keep Stand By Generator in ON mode
 SAFETY ROUTINES
 Emergency generator, Emergency Fire Pump should be started and
run for a reasonable period
 Carbon dioxide cylinder storage room should be visually examined
 One smoke detector in each circuit should be tested to ensure
operational and correct indication
 Fire push button alarms should be tested
 Any machinery space ventilators or skylights should be operated and
greased
 Fire extinguisher , fire hoses and nozzles should be observed in their
correct location
 Specific gravity of acid in the emergency battery should be checked
 All lifeboats engine should run far a reasonable period
 All valves and equipment operated from the fire control point, should
be checked for operation
 Any watertight door should be opened and closed by hand power