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Motor Engineering Knowledge:

Miscellaneous:
Supplementary:
Hanging-up Procedure: (S.EMT. PIELSTICK PC 2 Type)

1. Remove Rocker Arm and Push Rod.

2. Remove Cylinder Head.
3. Remove Piston Connecting Rod as usual manner.
4. Shut LO feed hole for Crank Pin, with special tool supplied by the maker.
5. Box back Cylinder Head.
6. Remove Starting Air Inlet Branch Pipe and put blank flange.
7. Plug Control Air Line from Distributor.
8. Remove Roller Guides for Push Rods and put blank flanges.
9. Shut-off LO for Rocker Arms.
10. Concerned Fuel Pump cut-off by lifting gear.
11. Engine speed maintained between 180–400 rpm depending on actual running
condition. (MCR is 500)

When you will change liner?

1. Wear down: 1% of original diameter for slow speed.
0.4 – 0.5 mm for medium speed
0.25 mm for high speed.
2. When scuffing, scoring, scratching or cracks occur.

Methods of Supercharging:

1. Turbocharger.
2. Underpiston space.
3. Auxiliary Blower (motor driven).

Pulse Pressure system:

1. Exhaust gases enter into 2 or more small diameter exhaust pipes, with short,
straight length, where pressure energy is effectively converted into kinetic energy
to create pressure pulse or pressure waves.
2. Pressure waves reach to turbine nozzles and further expansion takes place.

Governor:

Speed governor:
» Varying fuel according to load.
» Maintain to get constant speed.

Overspeed governor:

» Only function automatically over 110% of speed ⇨ cut-off fuel ⇨ and speed
reduced to 95% ⇨ cut-in fuel again.
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Overspeed trip:
» At above 15% over normal speed fuel is cut-off and stops the engine.
» Reset before restarting.

Four types of Overspeed Governor:

1. Inertia
2. Centrifugal Mechanical
3. Mechanical Hydraulic
4. Inertia and Centrifugal combined

Inertia Type Governor:

1. Governor is fitted onto a swinging arm, with link connection to some reciprocating
part of the engine, such as crosshead pin.
2. Governor then moves up and down through an arc of a circle with approximately
45°angle.
3. Consists of a weight normally held down by a spring in lower position.
4. When the speed of engine rises, the inertia of the weight is such that it overcomes
the spring force, and the weight moves from normal position, and the upper pawl is
retracted and lower pawl is extended outwards.
5. Lower pawl engages with a lever and lifts it and this movement reduces the amount
of fuel injected.
6. Lever is connected with fuel pumps or fuel pump suction valves.
7. When speed returns to normal, weight returns to its normal position and reverses
the pawls.
8. Upper pawl then pushes the lever downwards and restores the fuel pumps to the
setting given by fuel lever.
9. Lever has its fulcrum pin in same centre line position as the axis of swinging arm.
10. Inertia type governor operates when engine speed increases 5% or more above
normal speed.
11. Only fitted on slow-speed directly coupled engines and found mainly on older
engines.
12. Has been superseded by centrifugal mechanical and mechanical hydraulic
governors.
13. Inertia Type Governor is one type of Overspeed Governor.

Why Inertia type Governor is not used nowadays?

1. Although very simple type, it requires an engine speed increase of 5% or more to
make it operate.
2. In some cases, increase of engine speed will bring into or near to critical speed, that
can cause severe vibration.

Hydraulic Governors:

1. For large Engine that requires powerful governor with quick response.
2. Centrifugal ball head may be used as speed sensing mechanism.
3. Its output signal is multiplied to a value, which will actuate fuel control racks by
means of a servo system, usually hydraulic.
4. Built-in feed back system from fuel rack positioning piston is provided to give the
stability of governor.
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Constant Speed (Isochronous) Governors:

1. Able to maintain exactly constant speed, without hunting.

2. Speed droop is employed to give stability while fuel is being corrected, and then
gradually removing the droop as the engine responds to fuel changes and returns to
its original speed.
3. Thus, speed droop for isochronous governor is temporary.

Compensation System:
» The use of temporary speed droop to prevent over-correction of fuel supply is called
compensation and it has two functions:
a) Droop application as fuel supply is changed.
b) Droop removal as engine responds to fuel change and returns to original
speed.

Causes of Hot Bearings:

1. Lower oil viscosity.
2. Insufficient LO.
3. Foreign matter entered.
4. Incorrect oil clearance.
5. Misalignment of shaft and bearing.
6. Scored journal.
7. Poorly fitted bearing.

Ship’s speed slowdown;

Cause:
» Improper combustion of ME.
Remedies:
1. Take all Indicator Cards.
2. To consider the developed power.
3. Evaluate combustion and expansion process, Pmax and Pcomp from out of phase
diagram.
4. Check cylinder tightness.
5. Evaluate exhausting and scavenging process from light spring diagram.
6. Defects found should be rectified as soon as possible.

What is the balancing of engine, and what are the forces?

1. Minimizing and eliminating of vibration.
2. Overall summation of out of balance forces and couples are cancelled out or
reduced to a more acceptable amount.

Forces which causes vibration are:

1. Inertia force.
2. Gas force.
3. Spring force.
4. Damping force

Static Balance:
» When CG of the shaft coincides with polar axis of its journal, the system is in Static
Balance.
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Dynamic Balance:
» In static balance condition, when the shaft is revolved in bearings, load on each
bearing must remain constant throughout 360° rotation.

Couples:
» Pairs of forces of equal magnitude acting in parallel but opposite in direction.

Ship Vibration:
1. Synchronous or Resonance Vibration due to main and auxiliary machinery.
(Critical Speed)
2. Local Vibration. (Small portion of hull structure such as bulkhead, brackets, etc. set
into a state of vibration.)
3. Vibration due to external sources, such as unbalanced propeller or ship’s
environment.

What is Axial Vibration?

1. Crank throw is likely to move axially when firing pressure turns it.
2. This axial movement of crank creates Axial Vibration.
3. Since Thrust Block absorbs backward movement of crankshaft, it is free to move to
forward direction only.

Why Vibration Damper fitted on forward?

» Thrust Block at aft side can absorb vibration, so Damper is fitted on forward only.

Detuner:
» Reduce vibration 60 – 80%.
(Floating members increase unstable frequency, which is the cause of resonance
condition.)

How to measure TC axial and radial clearances:

» Axial Clearance: Push the shaft and measure by Depth Gauge.
» Radial Clearance: Lift the shaft and measure by Dial Gauge.

TC Vibration:
1. Unbalanced.
2. Bearing defects.
3. Deposits in nozzle ring.
4. Impingement.
5. Surging, Scavenge Fire, Overloading.

TC Balancing:
1. Static balance.
2. Dynamic balance.

Checking during TC Overhauling:

1. Blade condition.
2. Labyrinth Seal.
3. Bearing Clearance; { 0.2 – 0.3 mm Axial. }
{ 0.15 – 0.2 mm Radial.}
4. Nozzle Ring.
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After reassembled:
1. Check Static Balance.
2. Check Impeller and Casing clearance.

When you will change TC Bearings?

1. As per Running Hour.
2. As per clearance.
3. When damaged.
4. When vibration is heavy.

TC Deflection:
0.15 – 0.20 mm Axial. ( K value: if K value is not correct, rotor and casing may touch.)
0.20 – 0.30 mm Radial. ( Measured at only plain bearings, not on roller bearings.)

What clearances to be taken when overhauling TC?

1. Axial and radial clearances. (K value & radial clearance)
2. Rotor and Casing clearance (for new casing or new rotor). (L & M values.)

TC Surging:

1. Occur when discharge volute pressure exceed pressure build up in Diffuser and
Impeller.
2. It produces backflow of air from discharge to suction.

Causes:
1. Scavenge fire, Exhaust trunk fire.
2. Poor power balance.
3. Poor Scavenging or leaky Exhaust valve.
4. Dirty Nozzle, Blades and Grids.
5. Individual unit misfire.
6. TC not matching with engine.
7. Pitching in heavy weather.

Function of Diffuser:

1. To direct the air smoothly into Volute Casing.

2. Convert KE to PE of Inlet Air.

Function of Inducer:
» To guide the Air smoothly into the eye of Impeller.

What will you do in case of TC failure?

1. Rotor to be locked.
2. Exhaust gas to be by-passed the TC.
3. Run engine with reduced speed with remaining TC.
4. Use Auxiliary Blower.
5. Maintain all temperature and pressure of fuel, cooling water and lubrication within
limit.
6. Discuss with Captain for manoeuvring difficulties.
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Weight / Power Ratio:

» 4/S Engine – 50 LB / Bhp.

» 2/S Engine – 150 LB / Bhp.

ME all units Exhaust Temperatures are high.

Causes:
1. High Scavenge Air temperature.
2. Fouling of air and gas passages.
3. Wrong Camshaft position. (Incomplete combustion, after burning)
4. Wear of Fuel Cam and Exhaust Cam.
5. Bad fuel quality.
6. Inadequate FO purification.
7. Overloading.

ME one unit Exhaust Temperature is high.

Causes:
1. Scavenge fire at that unit.
2. Leaky Exhaust Valve.
3. Faulty fuel valve & fuel pump ( poor atomization, late injection, after burning)
4. Blow pass.
5. Wrong adjustment and damaged cam.

Diesel Engine Knocking:

1. Ignition too early or too late.

2. Injection pressure too high.
3. Poor atomisation.
4. Uneven distribution of fuel to different cylinder.
5. Leaky or sticky Exhaust Valve.
6. Excessive play in oscillating parts.
7. Engine overload.

Smoky Exhaust:

1. Overload
2. Defective fuel valve
3. Scavenge fire
4. After burning
5. Unstable fuel
6. Insufficient air supply.
7. TC rpm not corresponding with Engine rpm.

Engine overload indication:

1. Speed drop
2. High Exhaust Temperature at same r.p.m.
3. More fuel consumption.
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Causes of engine overload:

1. Hull fouling (caused by marine growth)

2. Propeller damaged
3. Shallow water
4. Heavy weather

How do you check Engine Performance?

1. Take Indicator Cards.

2. Calculate rpm, Power Output, fuel and LO consumption.
3. Check Exhaust Temperatures and smoke.

Log book:
To check Performance; í (Exhaust Temperatures, Load Indicator, Consumption etc….)

Hull Fouling: í (high Load Indicator, high Exhaust Temperatures and Speed drop)

Fishing Net on Propeller: í (high Load Indicator, high Exhaust Temperatures and Speed
drop, good weather, just came out from docking)

To check Machinery Performance from daily basic:

» To determine conditions of ME and Auxiliary machinery performances from daily basic,

Log Book is checked daily.

1. Temperatures & pressures of CW & LO.

2. Scavenge air temperature & pressure.
3. TC & CAC conditions.
4. Exhaust temperatures & smoke.
5. Load indicator
6. Engine RPM
7. Fuel, CLO & LO consumption.
8. KW, Voltage and frequency, engine running parameters for AE, etc.

Colour of smoke:

» Blue – Excess cylinder oil, leak of oil cooled piston.

» White – Excess water and air, one unit misfire.
» Black – More fuel, fuel valve leak, ignition too late.
» Yellow – High Sulphur content ( Normal 1 – 1.5 % )
» Colourless – Good.

Engine cannot start, why?

1. Insufficient air
2. Air starting valve sticking
3. Defective distributor
4. Fuel line air locked.
5. Defective nozzle
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6. Too late fuel timing

7. Fuel line filter choked
8. Water in fuel
9. Poor compression
10. Lack of scavenge air
11. LO low temperature
12. System air locked.
13. Safety Interlock (failure when manoeuvring).

Differences of Slow and Medium Speed Engine:

» Reduction Gear Box

» Flexible Coupling
» Clutch

Flexible Coupling:

» To prevent or absorb torsional vibration which may cause damage to Reduction

Gear teeth.
» Radial and circumferential cracks may occur when using long time.
» Circumferential crack is dangerous.
» Renew coupling.

How to select temperature of fuel inlet at purifier?

» Selection of temperature depends on gravity disc size and as recommended by
purifier maker.

Temperature at Viscotherm unit:

» Calculated from temperature viscosity graph.

Viscosity Meter: Show Viscosity value.

Viscotherm unit: Automatic (thermostatic) Viscosity Controller.

Advantages of CAC:

1. Increased air density ⇨ more fuel burnt ⇨ more power obtained.

2. Increased Scavenge Efficiency.
3. Reduced Exhaust Temperature. (Air 1°C rise ⇨ Exhaust 2°C rise)
4. Reduced engine thermal load.

Winch Safety Devices:

1. Overload trip.
2. Centrifugal Brake.
3. Magnetic Brake.
4. Limit Switch.
5. Hydraulic oil high temperature alarm and cutout
6. Hydraulic oil low level alarm.
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Safety Device on Winches: ¬ Over speed

− No Load
® Overload Trip

What you will know from Indicator Card?

1. To know engine power.
2. To calculate fuel consumption.
3. To know roughly the condition of compression and combustion.

How you will check B&W fuel pump timing?

» To find the moment of port closure by using trammel.

How you will adjust B&W fuel pump timing?

» By lifting or lowering the plunger.

Labyrinth seal: To isolate and prevent oil and gas by pressurized air from blower side.

What is automation?
» Self-acting or self-moving of a machine.
» Able to work or be worked without attention.

Type of Control in Automatic System:

1) Electronic 2) Electro Hydraulic 3) Electro Pneumatic 4) Pneumatic

Automation Advantages:
1. Staff reduced.
2. Reduce physical stress for responsible person.
3. Less engine damage caused by human error.
4. Safe and easy to locate faults.
5. Reduction in overall running cost.
6. Less maintenance due to close supervision.

Safety System for UMS vessel:

Alarm and Auto Slow Down

1. Low JK pressure
2. High JK temperature.
3. High LO temperature.
4. Difference in Exhaust Temperature.
5. EGB temperature alarm.

Auto Stop:
1. Low LO pressure.
2. Oil Mist Alarm.
3. Emergency Stop.

For what unit overhauling is done?

» To get maximum combustion efficiency.
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Pitting corrosion:
» If corrosion is localized, it is pitting corrosion.
» Caused by large cathodic area and small anodic area, hence intensity of attack at
anode is high.

Clearance for Gear Pump (backlash): 0.2 to 0.5 mm.

Clearance for Centrifugal Pump: 0.2 to 0.5 mm

0.4 to 0.6 mm (for wear ring and
impeller sealing surface)

Device fitted on Centrifugal Pump for Bilging: Self priming pump.

Minimum Requirements for Spare Gear:

1. For ME; 1 unit set of Head, Liner, Piston and Rings, Connecting Rod, Cross-
head Bearing, Main Bearing, Crank Pin Bearing, Cam Gear, Chain Link 6 Nos. and
set of Telescopic Pipes.
2. 2 Fuel Valves complete and sufficient parts.
3. 1 set complete Lubricator.
4. 1 set complete Fuel Pump
5. 4 Nos. High Pressure Pipes.
6. 1 set complete Rotor for TC and Bearings.
7. 1 set complete Reduction Gear and Bearing.
8. For Generator; If 2 Generators – ½ set of Spares.
If 3 Generators – 1 set of Spares.
9. For Compressor; 1 set of Piston Rings.
½ set of Suction and Delivery Valves.

Jacket Cooling Water Test:

1. To know the water condition and give treatment.

2. To prevent corrosion and scale formation.

Engine Load Test:

» Shop Trial; Measured by water dynamometer.

» Sea Trial; Measured by Torsional Meter.

Tail end shaft Load Test:

» By means of Turning Gear and Ampere reading.

Piston’s function:

» To transmit Gas load to Connecting Rod and Crankshaft for rotational load.

Piston Ring’s function:

1. To provide effective sealing.

2. To prevent excessive built up of pressure in crankcase.
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What is Scuffing?

1. Scuffing is a form of micro-seizure of Piston Ring when LO breaks down.

2. Scuffing is caused due to;
a) Bad Cylinder Lubricant
b) Defective Cyl. Lubricator
c) Insufficient LO Points
d) No oil groove in liner
e) Absence or wrong Scraper Rings.

Causes of Piston Ring Failure

1. Insufficient ring & groove clearance

2. Insufficient lubrication
3. Insufficient ring gap
4. Excess liner wear
5. Excess radial clearance between piston & liner
6. Excess wear on piston ring landing face in groove

Piston material

» 2 stroke – Crown; Heat resistance Chrome Molybdenum steel.

– Skirt; Special Pearlitic steel.
» 4 stroke – Both Crown and Skirt; Silicon Aluminium alloy.

Piston Cooling

» Required when piston bore is greater than 12"

For 2/S – 10" For 4/S – 15"
» To reduce thermal stress to prevent piston overheating.

Causes of Piston crack

1. Material fault
2. Design Fault
3. Insufficient Cooling
4. High cooling temperature
5. Scale in cooling space
6. Local overheating
7. Local impingement
8. High water content level

» Max Crown Temp 300°C

» Ring Zone Temp 130°C
» Axial Clearance 0.17 mm for Compression ring
0.06 mm for Oil ring
» Gap Clearance 2 mm for up to 500 mm bore.
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Stuffing Box

» To prevent contamination of crankcase and LO reaching to combustion chamber.

Scraper Rings and Sealing Rings; Upper section – Bronze
Lower section – Cast Iron and Bronze.
Total Gap Clearance: 18 mm for 3 Segments
24 mm for 4 Segments
Groove Clearance: 0.07 to 1.20 mm

Stuffing Box:

1. Gap clearance: 4 mm at each joint.

2. Vertical clearance 0.08 – 0.14 mm for Scraper rings.
0.12 – 0.16 mm for Sealing rings.

Compare Conventional Exhaust Valve and Hydraulic Exhaust Valve:

Conventional Hydraulic

1 Used in 4/S Engine ( Pielstick PC 2–6 ) 2/S Engine ( B&W, L–MC/MC E )

Valve is opened by Cam peak, push rod
2 and rocking lever, which bears the valve
spindle, pushing downwards.
3 Valve is normally kept closed by Spring
force, pushing the Spindle upwards.
Rotocap is rotated by increased Spring
4 force during valve opening, together with
steel ball, spring and spring plate.
5 No Safety Valve fitted.
6 Valve opening stroke depends on Tappet
Clearance.
7 Lubrication system required.
8 Higher noise level.
9 Regular maintenance required and tappet
clearance to be checked
10 More wears and tears.
Valve is opened by oil pressure (160 bar)
created, when Cam pushes Actuator Pump
piston up and displaces specific volume of
oil, and Hydraulic Piston push down the
valve spindle.
Normally kept closed by compressed air
(5–7 bar) under Air Spring Piston.
Valve Rotator is rotated by small vanes,
made possible by Pneumatic Spring.
Safety Valve on hydraulic oil line opens
when pressure reaches 300 bars.
Opening stroke adjusted by oil volume
discharged by Actuator Pump.
Separate Lubrication System not required.
Low noise level.
Less maintenance.
Less wears and tears.
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Gear Drive (Medium Speed) & Direct Drive (Slow Speed) Engine Comparison:

» To compare both types with same power output:

Advantages of Gear Drive Engine;

1. Higher propulsive efficiency due to flexible coupling drive with reduction gear.
2. No scavenge fire.
3. Reduction in no. of engine starts hence lesser compressor running time.
4. No sudden injection of cold start air into hot cylinder, hence lesser thermal stress
and liner failure.
5. Able to test engine full speed while vessel being alongside.
6. Increased reliability by having more than one engine per screw.
7. One engine can be shut down and overhauled at sea.
8. Reduction in engine size reduces unit-overhauling time.
9. Smaller engine size allows smaller ER, hence more cargo space available.
10. Low initial cost.
11. Simple bridge control with better manoeuvrability and less staff.

Disadvantages:

1. Working parts greatly increased.

2. Extra care for governor due to higher speed, and one complete spare set must be
onboard.
3. Complex piping arrangement.
4. Higher fuel consumption rate and higher LO losses.

IHP Calculation:

1. To determine IHP, a set of diagram is taken consisting of one diagram for each
cylinder.
2. Area of diagrams and MEP is determined by Planimeter.
3. Planimeter has a Needle Point pressed into the board, and held in position by a
weight.
4. A Tracing Point (needle or magnifying glass) is moved over the diagram outline.
5. The Rollers in contact with the board, revolts as diagram outline is traced.
6. Area of diagram is read off from Counter and Vernier scale.
(Calibration of the Instrument is checked by measuring a known area.)
7. MEP is obtained by dividing the Area by Length of diagram, and multiplied by the
scale of the spring used.
8. MEP is one of the factors used for calculation of IHP.
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Power Calculation:

IP = PLAN x No. of Cyls. (kW)

P = MEP ( KN/m²) = (Area of diagram / Length of diagram) x Spring scale.

L = Stroke Length ( m )
A = Cylinder bore area ( m² )
N = N for 2/S single acting: (rps)
= N/2 for 4/S single acting:
= 2N for 2/S double acting:
[ 1 HP = 0.746 kW ]

Power Calculation from Power Card:

1. Take area of indicator diagram by the use of Planimeter.

2. Then divided by Length of diagram.
3. The result is Mean height of the card.
4. Then multiplied by Spring Scale.
5. MEP will be obtained.
6. Substitute the IP formula, IP = PLAN x no. of cylinders.

Functions of Fuel Valve:

1. Atomisation
2. Penetration
3. Turbulence (swirl)