AUXILIARY ENGINE

AUXILIARY ENGINE
STARTING INTERLOCKS
AND
SHUT DOWN /TRIPS ALARMS
 What Marine Auxiliary Engine do ?
• Auxiliary Engines are any Engines that are not the Main
Propulsion Engines. They are used for generators, water pumps,
air compressors, winches etc.
• Main Engine and Auxiliary engines are the two prime
components in a Ship’s Engine Room, on which, the entire
operation of the vessel is dependent. There are several other
important Aux machineries that are necessary to support these
two main components.
Engines used for Electrical Generators run at approximately 300
to 1000 rpm and run at a set synchronous speed depending on
the generation frequency (50 or 60 hertz) and provide a rapid
response to load changes. Typical synchronous speeds for
modern medium-speed engines are :-
500/514 rpm (50/60 Hz), 600 rpm (both 50 and 60 Hz),
720/750 rpm, and 900/1000 rpm.
AUXILIARY ENGINE
CYCLE OF OPERATION OF 4 Stroke Engine
• FOUR STROKE engine operating cycle is
completed in four strokes of the piston.
• These are:
• 1. Suction stroke
• 2. Compression stroke
• 3. Power (expansion)
• 4. Exhaust stroke.
• What is stroke : Stroke is the distance covered
by the piston between the TOP DEAD CENTRE
(TDC) & the bottom dead centre ( BDC).
 INTRODUCTION TO FOUR STROKE D/G
• The diesel engine uses a four-stroke combustion cycle
just like a gasoline engine. The four strokes are:
• Intake stroke -- The intake valve opens up, letting in
air and moving the piston down.
• Compression stroke -- The piston moves back up and
compresses the air.
• Combustion stroke -- As the piston reaches the top,
fuel is injected at just the right moment and ignited,
forcing the piston back down.
• Exhaust stroke -- The piston moves back to the top,
pushing out the exhaust created from the combustion
out of the exhaust valve.
View of the unit
FOUR STROKE DIESEL ENGINE
 The 4 Stroke COMBUSTION CYCLE
•The Diesel Engine 4 Stroke cycle consists of four distinct stages carried out
whilst the engine Crank Shaft does two complete turns (or as we say, two
revolutions).
•The Cams rotate once every two turns of the Crank Shaft, i.e. once per
complete 4 stroke cycle.
1st Stroke - INDUCTION. Fresh air is drawn into the Cylinder through the open
Inlet Valve by the Piston descending. The Inlet Valve closes when the Piston
reaches bottom of Cylinder, trapping the fresh air in the Cylinder.
2nd Stroke - COMPRESSION. The Air is squeezed as the Piston rises, reaching
about 40 bar pressure. The air gets very hot (about 700° C) because of the
work done to it by the Piston. Diesel fuel is started to be Injected into the
Cylinder as the Piston gets near to the top.
3rd Stroke - POWER. Fuel is injected into the Cylinder for a short while as the
Piston is near the top. The fuel spray ignites and burns in the hot air, creating
even higher pressures and temperatures in the cylinder. The pressure of the
hot gases push the Piston down, delivering power to the crank-shaft and fly
wheel.
4th Stroke - EXHAUST. The Exhaust Valve opens and the rising Piston pushes
the burnt gases out of the Cylinder. When the Piston gets near the top, the
Exhaust Valve closes and the Inlet Valve opens, ready to draw fresh air in
GENERAL WORKING OF 4 Stroke D/G
• SUCTION STROKE :
• The piston is moving downward
▪ Atmospheric air is sucked inside through the open inlet valve.
▪ The air admission is stopped & inlet valve closes.
▪ Cylinder pressure is now approx 0.85 – 0.95
▪ The temperature is 37 to 48 degrees C.
▪ COMPRESSION STROKE
▪ This stroke compresses the air, mix the fuel and start combustion.
▪ The air in the cylinder is now compressed since inlet & exhaust valves are
closed.
▪ The piston now moves upward.
▪ The air is pressurised to 32 to 45 bar. And its temperature rises to 600 to 700
degree celcious.
▪ Fuel is injected at the end of compression
▪ At the end of combustion , the pressure is 60 – 80 bar.
 CONTD
• EXPANSION STROKE :
• In this stroke, the work is done by theexpansion of gases and piuston is
pushed down
• Converting linear motion of the crank shaft. And torning the engine shaft.
• After expansion the pressure & temperature decreases to 3.5 to 5 bar at 750
to 900 deg C.

• EXHAUST STROKE :
• When the piston now moves down to BDC, the exhaust valve
opens and exhaust gases escape.
• The piston now starts moving upward.
• The pressure of the gases now decreases further to 1.1 bar to 1.2
bar and temperature are 430 to 530 deg C.
FOUR STROKE ENGINE
 AUXILIARY ENGINE
1. AUX-ENGINE STARTING INTERLOCKS.
2.SHUT DOWN /TRIPS
3. VARIOUS ALARMS.
4. ALARMS & SHUT DOWN TESTING.
 AUX –ENGINE STARTING INTERLOCKS
Ensure that all jacket cooler valves, lube oil cooler valves, air cooler valves are in
open position & associated pumps ( FUEL OIL PUMP, FRESH WATER PUMP, ) are in
ON Position.
• Check the turbocharger sump oil level, governor, alternator forward and aft lube
oil levels of pedestal bearing, and diesel oil level in service tank, sump level are ok.
• Ensure Emergency air bottle is fully charged with sufficient air pressure. This is
used for Emergency Start.
▪ 1. TURNING BAR OF FLYWHEEL : SAFETY SWITCH ( TS) - Remove the turning bar
from fly wheel and put in the place
▪ 2. STARTING HANDLE SWITCH TO RUN.( LS ) When the needle in RPM indicator
deflects to some value of (0-25 rpm) put the lever in run condition. The engine will
run on fuel oil once the generator picks up the rated speed
• 3. STARTING AIR PRESSURE (PS) : Ensure ( Starting air valve is open) & sufficient
air pressure available for starting the engine.
▪ 4. ENGINE STARTING CONTROL SWITCH SELECTION- LOCAL/REMOTE
LOCAL : In Case engine to be started from LOCAL Position.
REMOTE : In Case Engine Be started from Main Switch Board.
▪ 5. CONTROL SUPPLY : 24 VOLTS DC IS ON & INDICATION IS ON
• 6. PRE- LUB OIL Pump START SELECTOR SWITCH IN - AUTOMATIC MODE. Prime the
lube oil to all parts by hand pump or by motor driven priming pump
▪ 7.ALL EMERGENCY ABNORMAL STOP – are RESET. No abnormal alarms or
Indication on Main Switch Board.
 WHAT ALL TRIPS & ALARMS ARE PRESENT IN
AUXILIARY ENGINES?
• The various trips and alarms are mentioned as follows:
• ITEM ALARM TRIP
• Low sump oil level . Alarm Trip
• Lub Oil low pressure . Alarm Trip
• Alternator bearing low oil level. Alarm Trip.
• Over speed trip . Alarm TRIP
• Jacket cooling water low-pressure Alarm. --
• Jacket CW high Temperature Alarm. TRIP
• Start Air Low Pressure . Alarm. --
• Lub Oil Temperature Inlet & Outlet(H) Alarm. ---
• FO Leak Tank level high Alarm --
• Exhaust gas T/C Inlet Temperature.(H) Alarm
• Safety supply 24 V DC fail Alarms ---
• Rocker Arm LO pressure Low Alarm --
• Alternator bearing LO temperature .(H) Alarm. ---
FLOW CHART OF AUX -ENGINE
 SAFETY SHUT DOWN/ TRIPS
• 1.LUB OIL PRESSURE LOW TRIP & ALARM < 2
Bar.
• 2.JACKET COOLING FW TEMPERATURE HIGH
TRIP & ALARM : > 95 Deg C.
• 3.OVER SPEED SAFETY SHUT DOWN & ALARM :
112 – 115 %
• TESTING BY USING THE CERTIFIED TEST
EQUIPMENTS SUCH AS :
• (a) PRESSURE CALIBERATOR.
• (b) TEMPERATURE CALIBERATOR.
 PROCEDURES of Testing Alarms & Trips
• LUB OIL LOW PRESSURE ALARM & TRIP
• FOR TRIP :
Close the cock/valve for the pressure switch and
drain the lub oil from the pressure switch. This
would activate Microswitch in pressure switch
and operated the safety shut down solenoid
valve which in turn stop the fuel to the aux
engine. Also alarm operates.
• FOR MONITORING & ALARM : PRESSURE
TRANSDUCER IS PROVIDED. Follow the above
procedure.
2. JACKET COOLING FRESH WATER TEMPERATURE HIGH :-
• Thermoswitch is provided for shut down.
Remove the metallic bulb from the FW cool pipe
and place in the temperature caliberator. Set
the temperature to 95 deg C. When the
temperature rises to 95 deg C , the microswich
operates and safety shut down solenoid
operates and engine stops. Also alarm operates.
• Temperature Transducer : Is provided to creat
alarm and monitors the temperature on the
display. Follow the same procedure.
 3.OVER SPEED ALARM & TRIP
• Over Speed is sensed by the Inductive Proximity
Switch placed on the fly wheel.
• Manually by increasing the RPM by actuating
the fuel pumps of two units.
• By operating the test switch on The Electronic
Modules provided in the Local Control Panel.
• 4.BY OPERATING THE EMERGENCY STOP.
• FOR NEXT START OF THE ENGINE , These Alarms
must be reset on the local panel as well as on
the main switch board.
•
LOCAL START PANEL
START & STOP OF THE AUX ENGINE
RPM MEASUREMENT
SHUT DOWN OF THE AUX ENGINE
ENGINE READY TO START.
OUTPUT SIGNALS
CONTROL CIRCUIT.
PRE-LUBERICATING PUMP/MOTOR
TERMINAL BLOCK PANEL
 CHECKS WHILE RUNNING AUX ENGINE

These checks pertain to verifying various parameters related to lube oil levels,
temperatures and so forth. Given below is a brief checklist related to the
same.
• Lube oil checks
• Sump lube oil level
• Governor lube oil level
• Rocker arm lube oil level
• Alternator forward and aft bearing lube oil level
• Lube oil in turbine & blower side of turbo charger
• Temperature checks
• Exhaust gas temperature
• Turbocharger (inlet-outlet) temperature
• Cooler temperatures
• Cooling sea water (inlet - out let) temperature in cooler
• Jacket cooling water (inlet - outlet) temperature
• Air cooler (inlet -outlet) temperature
 If AUX ENGINE NOT STARTING
Engine not starting on Air:-
• a. Low air bottle pressure or air line valve may be shut.
• b. Air bottle isolating valve or automatic valve or distributor not functioning.
• c. Control air valves faulty or less control air pressure.
• d. Start air automatic valve jammed.
• e. Turning gear engaged.
• f. Reversing has not taken place completely.
• g. Control valve for fuel or start is not in it’s end position.
• h. Bursting diaphragm on start air line damaged.
• i. Fuel lever on maneuvering stand not on remote mode.
• j. Auxiliary blower not running or not on ‘auto’ mode.
• k. Emergency stop has activated.
• l. Interlock is operated.
• m. Cylinder air start valve defective or sticky.
• n. Piston not in firing mode.
•
 If A/E not starting on Fuel
• Engine not starting on fuel:
• a. Less fuel in service tank.
• b. Fuel filter is chocked.
• c. Fuel supply pumps not delivering required pressure. Or fuel
pump tripped.
• d. Fuel level on local maneuvering stand, is not on remote
stand.
• e. Fuel rack stuck.
• f. Fuel pump malfunctioning, jammed plunger.
• g. Injector nozzle needle sticking or holes blocked.
• h. Compression pressure is too low due to broken piston ring or
exhaust valve not closing properly.
• i. Fuel pump relief valve leaking.
• j. Start air pressure insufficient to turn the engine fast enough.
 WHY TWO STROKE ENGINES ARE PREFERED
for propulsion
• Why 2-stroke Engines are Used More commonly than 4-stroke on Ships?
• Some of the important reasons why 2 stroke engines are more popular
than 4 stroke engines as main propulsion engine on ships
• Fuel Selection: The fuel prices have gone sky high and better grade fuel is
adding higher costs to vessel operation. A two stroke engine can burn low
grade fuel oil and hence reduce running cost of the ship.
▪ Efficiency: The thermal and engine efficiency of 2 stroke engine is much
better than that of a 4 stroke engine.
• Power: Most of the 2 stroke engines are now large stroke engines that
produce more power. Hence they have high power to weight ration as
compare to 4 stroke engine.
• More Cargo: Ship can carry more weight and hence more cargo with 2
stroke engines because of high power to weight ratio.
• Reliability: Two stroke engines are more reliable in operation as compare
to 4 stroke engine.
 CONTD
• Less Maintenance: The maintenance requirement of two stroke
engine is much lesser than 4 stroke engine.
• Direction control: Direct starting and reversing is easier with two
stroke engine.
• No reduction attachments: As two stroke engines are low speed
engine, there are no requirement of reduction gear or speed
reduction arrangement as required for high speed four stroke
engine.
• However, the ease-of-manoeuvring a two stroke engine is less
than that of a four stroke engine and the initial cost of
installation of a two stroke propulsion plant is also much higher
than running and maintenance cost of a 4 stroke engine. In 2
stroke engine, the amount saved on high grade fuel can
compensate all other disadvantages and also reduce the whole
operating cost of a ship.
 HUNTING OF THE AUX-ENGINE
The engine has started but there is a fluctuation in the RPM. You think that the
tachometer cable might have broken but you hear the sounds of acceleration and
de-acceleration. The governor linkages are moving like crazy sometimes
increasing the RPM and sometimes decreasing it. The auxiliary engines have an
Isochronous governor, which means that the engine has to operate at a constant
speed after starting. "Iso" means same and "chronus" means speed and thus it is
supposed to be a constant speed governor, unlike the main engine governor,
which you can run at various speeds. The hunting of the engine can be due to the
following reasons:
• 1. The tachometer or its wire may be out of order. They may be rubbing, or the
pin might have turned round and is about to give in. Try lubricating the wire, or
changing the tachometer. But if you can hear the hunting by sound do not touch
it as it might be working after all.
• 2. The fuel line may be having air. Yes!, now you remember you had changed the
filter but had forgotten to purge the air and prime the system. This is a good time
to do it.
• 3. The engine is cold and leads to uneven combustion. This can be caused by
forgetting to put the engine on pre-heating after stopping last time.
 contd
• 4. Faulty governor. The governor oil is supposed to be
removed and spaces flushed with clean kerosene, before
filling up with oil again. Sometimes the pilot valves have some
sludge stuck and hence the hunting.
• 5. Some fuel injectors getting stuck and firing intermittently.
This might happen in engines which are run on Heavy fuel oil.
These engines are supposed to be changed over to diesel oil
for approximately half an hour before stopping. The half an
hour figure is only a rough guide line, practically the purpose
is to flush the pipe lines.