Indian Maritime University

(A Central University, Govt of India)

End Semester Examinations– December 2024

Programme Name: B. Tech (ME)

Semester:

Subject Code: UG11T4502

Subject Name: MARINE INTERNAL COMBUSTION ENGINES AND

TECHNOLOGY 2

Date: Max Marks: 70

Duration: 03 Hrs Pass Marks: 35

General Instructions

(i) All Sections (A, B & C) are to be attempted.

(ii) Options, if any, are specified in respective section.

Section A

Ten MCQs/Fill in the Blanks of 01 Mark each – Choose the correct

answer as applicable.

Answers:

1. c) Work done during a cycle

2. b) Rotating the plunger
3. a) Air intake is restricted
4. b) Pmax and Pcomp
5. b) The speed at which resonance occurs
6. d) Excessive cylinder lubrication
7. a) Governor over-control
8. c) Sulphur
9. c) Selective Catalytic reduction
10. a) Using a depth vernier

Section B
Five Questions of 02 Marks each

11. What is the function of interlocks in main machinery operation?

Ans: Interlocks and blocking devices are provided so that the engine can be
started or reversed only after certain conditions have been fulfilled. The starting
interlocks prevent the engine being put onto fuel before all the sequences of
engine system have been completed. During the reversing of engines, the
interlock ensures that the reversing mechanism and gear have completed all
operations before all can be put on to the starting valves, thus preventing the
engine from starting with the wrong direction of rotation.

12.

In the above diagram Compression and firing pressure both are lower
than normal. List out 4 causes for this to happen.

Ans:
Leakage of compressed air due to leaky exhaust valve,
Leaky indicator valve/cock,
Blowpast thru piston rings and liner,
Leaky cylinder air start valve.

13. What are the properties required for the L.O used in a trunk piston
four stroke marine diesel engine

Ans: [ Any four ] Detergency, Dispersency, Alkalinity, Oxidation Stability to be

high, flash Point high, Pour Point Low, Viscosity Index high, to have TBN [ total
base number ] to neutralize acidic reagent

14. List out various forces & moments in a vertical multi cylinder engine

Ans:
1. Primary & secondary disturbing forces arising out of reciprocation parts,
together with their associated moments.
2. Horizontal & vertical forces & moments arising out of the centrifugal forces
from the revolving parts.
3. Forces & moments arising out of guide forces.
4. Reaction of the engine structure due to torque from the crankshaft.

15. Explain the function of a starting air distributor?

Ans: Normally, a compressed air of 20 to 30 bar is used to start an engine in

required direction. This is done by inserting compressed air (starting air) in the
cylinder when its just past TDC based on their firing order. The starting air is
inserted through a valve called starting air valve.
The opening and closing of these valves is controlled using pilot air supplied to
them by the starting air distributor. The starting air distributor is the one which
ensures; pilot air is supplied to the cylinder as per the proper firing order.

Section C

Seven Questions of 10 Marks each of which any 05 questions to be

answered

16 a) What is the purpose of Indicator diagrams? With suitable figures

explain various defects that can be detected using Indicator diagram (7)

Ans:
a)

Indicator Diagram – purpose

i)To enable the evaluation of the power developed in each engine cylinder
(power card)
ii) To highlight conditions during fuel injection, combustion & after burning (draw
card).
iii) To show the pressure variation in the cylinder with respect to piston
displacement. (compression card)
iv)To highlight conditions prevailing in the cylinder during scavenge/exhaust gas
exchange process (light spring diagram)

b) Explain Fuel index method for calculating engine horse power (3)

Ans)

1) Fuel Pump Index method

The fuel pump index is used to find out the mean effective pressure from the
nomogram graph. Again, form the graph, the m.e.p at a specific speed gives the
engine bhp. Fuel pump index is displayed in ECR; it is a measure of amount of
fuel injected in each cylinder, it can be said as corresponding to average fuel
pump rack. This method should only be used as a quick (rough) estimation,
because the fuel oil, as well as the condition of the fuel pump, may have great
effect on the index. In particular, worn fuel pumps or suction valves tend to
increase the index, and will thus result in a too high-power estimation.

On Chart I (Using Fuel Index method)

1.Draw a horizontal line from the observed fuel pump index to the nomogram
curve,
2.From the above intersecting point on nomogram, now draw a vertical line
down to the observed engine speed on Chart II.
3.From this intersection a horizontal line is drawn to the effective engine power
scale. (This method is specific for some engines. many other parameters are
included to calculate the BHP in bigger engines). (2M)
17 a) Explain the minimum requirement of automation for UMS
operation of ships (4)

Ans: Minimum requirement of automation for UMS operation of ships:

1. Bridge control of propulsion machinery: The bridge watch keeper must be
able to take engine control action in the event of a vessel emergency such
as a navigational manoeuvre. Control and instrumentation must be as
simple as possible for the bridge watch keeper to use.
2. Centralised control and instruments are required in machinery space:
Engineers may be called to the machinery space to answer a routine alarm
or in the case of an emergency and controls must be easily reached and
fully comprehensive.
3. Automatic fire detection system: Alarm and detection system must operate
very rapidly. Numerous well-sited and quick response detectors (sensors)
must be fitted.
4. Fire extinguishing system: In addition to conventional hand extinguishers a
control fire station remote from the machinery space is essential. The
station must give control of emergency pumps, generators, valves,
ventilators, extinguishing media, etc.
5. Alarm system: A comprehensive machinery alarm system must be
provided and repeater stations must be available in the accommodation
areas.
6. Dead man alarm system: There must be an approved system to ensure
safety of personnel entering engine room during UMS period e.g.,
Deadman system
7. Automatic bilge high-level fluid alarms and pumping units: Sensing devices
in bilges with alarms and hand or automatic pump cut-in devices must be
provided.
8. Automatic start emergency generator: Emergency generators must be
situated outside the machinery space and connected to separate
emergency bus bars. The primary function is to give protection from
electrical blackout conditions.
9. Local hand control of essential machinery.
10. Adequate settling tank storage capacity: The watch keeper will have to
ensure that the engine has enough fuel to operate for the 8 h that the
engine room will be unmanned. If this is not done then the low-level
alarms will sound and the watch keeper will have to complete the task
probably at a time that disturbs his/ her rest.
11. Regular testing and maintenance of instrumentation.

b) Explain the working function of electronic governor for main engine

with a help of a sketch. (6)
Ans:

The main function of an electronic governor is to maintain the set engine speed
(RPM) at all given sea conditions. A magnetic pick up (MPU) that has a slight air
gap transmits the engine speed signal to speed
sensor. The speed sensor consists of a set of gear teeth rotated at the speed
corresponding to the engine speed.

During running as each ferrous gear tooth passes the core, the reluctance path
decreases and the flux lines increase.
The change in the flux lines produces an AC sine wave voltage in the coil and its
frequency represents the speed of the engine.

This signal is transmitted to an Amplifier/Rectifier unit.

In Amplifier/Rectifier unit, AC voltage is amplified and rectified to a DC voltage

which is proportional to the engine rpm and the signal is passed on to a
controller.

Dc voltage from Amplifier/Rectifier unit is compared with the desired set voltage
at the controller corresponding to the desired rpm.
From Controller, an appropriate electric signal is sent to an electro hydraulic
converter which processes the signal and operates an actuator (hydraulic
cylinder and piston) to increases or reduce the fuel supply as required to
maintain he required engine speed.
An actuator position feedback signal is continuously transmitted to the controller
so as to adjust the resultant signal to electro hydraulic converter which adjusts
the fuel actuator in order to maintain the set engine speed at all sea load
conditions.
18.a) Explain with neat sketches about Fuel Rack controlled helix type
plunger operating principle (7)

Ans)

Fig. Fuel Rack controlled helix type plunger operating principle

The Bosch scroll pump consists of a plunger running in a barrel. The plunger is
shaped as per the diagram and is rotated in the barrel by the fuel rack. See
Figure. The plunger has a helix machined into it which also forms a vertical
groove and an annular groove at the base of the helix. The plunger reciprocates
in a barrel, located in the pump body which has spill ports, connected to the
suction side of the pump, drilled so that they are above the top of the plunger
when the cam is on the base circle. The plunger is keyed to a sleeve which has a
gearwheel (pinion) machined into it. The pinion meshes with a rack which can
rotate the plunger relative to the barrel. The rack is connected to the engine
governor. As the plunger moves upwards in the barrel, injection will commence
once the plunger has closed off the spill ports and the pressure build up. As soon
as the helix or scroll passes the spill ports the pressure above the plunger will
immediately drop, even though the plunger is still moving upwards. It should
therefore be evident that the amount of fuel injected into the cylinder is
dependent on the position of the helix relative to the spill port. When the vertical
groove is lined up with the spill port, then no injection will take place and the
engine will stop. On the scroll or helical fuel pump previously described, although
the end of injection can be varied, the start of injection (i.e. when the top of the
plunger covers the spill ports) is fixed. Fuels of different qualities may require
advancing or retarding the injection timing, in addition to which if the injection
timing is advanced when the engine is running at loads below the maximum
continuous rating, then a saving in fuel can be achieved. This method of varying
the injection timing (known as Variable Injection Timing) can be achieved by the
method shown. The bottom of the barrel has a coarse screw thread cut into it.
This is located in a threaded sleeve which is turned by a rack and pinion. The
barrel is free to move up and down in the pump casing but cannot rotate. This
means that as the threaded sleeve is rotated by the VIT rack the position of the
spill ports. Relative to the barrel is changed, thus altering the start of injection
This allows for ideal matching of load to injection timing for various qualities of
fuel. The Barrel insert can be moved up and down by action of the Nut. This has
the effect of altering the position of the spill port relative to
the plunger stroke. Therefore, the beginning of injection is altered. The end of
injection is varied by its normal way of rotating the plunger. The Nut, which
moves linearly, is controlled by the VIT rack, this is altered continuously by the
engine management

b) Discuss the integration of VIT with FQSL for maximum cylinder

pressure. (3)

Ans) VIT enables fuel injection by adjusting (Fuel Quality Adjustment) FQS Lever
to raise pressure in the cylinder with fuel of poorer quality. VIT may not increase
the period of injection; it shifts the same period delaying more at one end of
injection and ending correspondingly early at the other end. The additional
advantage derived in the system is to increase cylinder pressure from part load
to full load operation in a running engine for better fuel consumption. It also
enables to change the fuel pump setting to deal with inferior quality of fuel. The
FQS is integrated in IT as adjustor to get maximum cylinder pressure with low
quality slow burning fuel and the adjustment is possible in a running engine.
Many advantages of the VIT System is specified which include fuel economy,
combustion tuning at full load & part load and other characteristics such as
emission control, For this reason it is termed as 'Super VIT" to distinguish from
other 'Conventional VIP.

19.a) Explain Hydraulic governor with neat sketch (5)

Ans) A simple mechanical governor must overcome friction in the linkages and
exert a controlling force. These forces act in different directions depending upon
whether the load is increasing or decreasing. The effect of this friction is to
create a deadband In hydraulic governors this effect is negated by having oil
pressure act as the controlling force This simple system has inherent stability
due to the on/off nature of oil being suppled to the system control due to the
control land just covering the outlet ports. Oversizing the land would create
stability but at the expense of reintroducing a deadband. Servo system with
feedback An Alternative is to lead the outlet oil to a servo system. The servo
piston can be either spring return or Differential. In the former case the servo is
held in the decrease fuel position by spring pressure, in the latter the servo
piston is pushed down by supply oil pressure. Note that the control side of the
servo piston has greater areas than the supply oil side therefore when control oil
is supplied it is able to lift the piston against it Should the engine speed fall the
flyweights will tend to fall towards the axis rotation due to pressure from the
speeder spring overcoming the reduced centrifugal force. The pilot valve moves
down and the control land allows oil to flow to the servo piston raising it. When
the engine speed increases the flyweights begin to overcome the speeder spring
and the pilot valve moves up covering the servo supply port In this design
Setpoint may be varied by use of an adjusting screw altering the compression of
the speeder spring. In addition Feedback is given to increase stability. The term
applied to this is Droop.
 2M

b) Explain about liner wear and its preventive measures (5)

Ans:

Desired wear rate for 2-S:- 0.03 mm/1000 hrs & for 4-S:- 0.02 mm/1000 hrs
with HFO.
 Normal wear rate for 2-S:- 0.05 to 0.1 mm / 1000 hrs
 for 4-S:- 0.018 to 0.025 mm / 1000 hrs.
 Types of wear – Abrasive , Corrosive
 Abrasive wear caused by dirt particles entering with the scavenge air & by
cat fines from fuel.
 Corrosive wear: - due to sulphur in the fuel.

Ways to minimize corrosive wear on liner

 Correct quantity & grade of cylinder lubricating oil.
 Correctly fitted piston rings.
 Correct warming through prior starting.
 Well maintained & timed fuel injectors.
  Well managed fuel storage & purification plant.
 Correct cooling water & lubricating oil temperature.
 Correct scavenge temperature.
 Engine load change gradual

20. a) What are transverse vibrations in large 2 stroke diesel engines?

Explain the ways by which we can prevent them in design stage ? Give
the remedial measures to reduce the same. (5)

Ans: Transverse Vibrations: This type of vibration occurs as a result of guide

forces resulting from transverse reaction forces on the crossheads. The
transverse reaction forces are generated when connecting rod and crankshaft
mechanism converts reciprocating motion in to rotary motion. Such vibrations
move the engine top athwart ship causing rocking or twisting

Preventions of Transverse Vibrations

• Selecting firing sequence
• Selection of number of cylinders

The so-called guide force moments are caused by the transverse reaction forces
acting on the crossheads due to the connecting rod/crankshaft mechanism.
These moments may excite engine vibrations, moving the engine top
athwartships and causing a rocking (excited by H moment) or twisting (excited
by X-moment) movement of the engine.

that top bracing is installed between the engine’s upper platform brackets and
the casing side for all its two-stroke models.

The top bracing comprises stiff connections (links) either with friction plates
which allow adjustment to the loading conditions of the ship or, alternatively, a
hydraulic top bracing. One end of the bracing is attached to the top part of the
engine and the other to the ship’s structure. This stiff connection dampens and
transmits the engine’s rocking vibration to the ship’s hull.

b) What do you understand by Microbial Infestation of Lubricating Oil ?

Indications to show that Microbial Infestation of Lubricating Oil has
occurred and remedial measures to be undertaken to get rid of this
infestation (5)

Ans: Microbial Degradation of Lube Oil It is the degradation that takes place due
to microorganisms thriving in the lube oil. Microorganisms are bacteria, yeasts or
moulds. They require phosphorous, nitrogen, carbon and water. They require
water to grow in the beginning, but later they can self-sustain themselves at 20
to 40 deg. C in stagnant conditions. The danger is that they multiply at a very
rapid rate i.e. double in size and divide into two every half hour. Once the
aerobic bacteria have consumed the dissolved oxygen, the sulphate reducing
bacteria is activated. This SRB bacteria attacks the metal and forms hydrogen
sulphide. It results in corrosion of steel. The properties of the lube oil and its
additives are also affected, enhancing corrosion and reducing the load bearing
capacity. Acids are formed which cause corrosion especially at oxygen depleted
zones.

Symptoms of Microbial infestation in lube oils:

1. Rotten egg smells,
2. Sliminess of the oil in the crankcase painted surfaces,
3. Increased acidity and water content,
4. Filter choking more frequently,
5. Poor heat exchanger performance,
6. Black staining of white metal bearings and
7. Corrosion of exposed steel surfaces.

Prevention
1. Crankcase water content to be weekly monitored and checked within limits.
2. During crankcase inspections, visually inspect Lube oil bearing surfaces,
exposed steelwork and crankcase painted surfaces.
3. Regular circulation of oil is to be carried out by pumps to avoid stagnant
conditions.
4. Lube oil temperature at the purifier is to be at least 75° C as the bacteria
perish above a temperature of 70° C.
5. Purification and re-circulation of crankcase oil is to be continued even when
the engine is stopped at port.
6. Regular testing of lube-oil at various sample points is to be done.
7. Inspection of sludge from purifiers or choked filters also indicates any
degradation of lube oil. Treatment Use of biocides or fungicides is carried out.
Heating and continuous purification above 75° C is done and the entire sump to
be purified within a period of 12 hours. Heating is done to a temperature of 80°
C, but not exceeding the supplier’s limit. This kills the bacteria. Manual cleaning
of the sump, filters and pipelines is carried out.
Replenishment of the sump oil is done in case the lube oil is badly -infected

21 a) Write down the steps taken for overhauling of turbocharger (5)

Ans). Overhauling of turbochargers

 Drain cooling water from the turbocharger.
 Loosen the inlet and exhaust ducts of both the compressor and turbine
ends.
 Disconnect and remove cooling water pipelines at the bottom of the
bearing casing.
 Disconnect cables for vibration monitoring, lube oil monitor and speed
measuring device at the terminals and remove cable gland.
 Dismantle air filter silencer by removing the wire mesh air filter plates,
cone shaped insert.
 Clean the filter plates of all dirt using compressed air and a brush, to
remove greasy dirt the plates are soaked in diesel oil and then blown with
compressed air, heavily roped plates and renewed.
 Remove bearing cover, on the back of the bearing cover a plate depicting
the K value is shown which indicate the relative position of the casing and
the end of the rotor shaft. The other picture depicts the relative position
and the distance between the ball bearing and housing before dismantling
the K value is carefully noted down.
 Using the rotor arresting fixture provides by the manufacturer, arrest the
rotor and unscrew the nut on the rotor shaft end. The ball bearing
assembly jacked out. The full bearing is then dipped in clean diesel fuel
and is fully cleaned and on dried with compressed air. Defective ball
bearing is replaced.
  Remove the volute casing by loosening the bolts pay attention not to
damage the compressed wheel while doing so and thoroughly clean the
volute casing outlet, inside of the increasing area and the diffuser vanes
diesel oil, carbon remove and compressed air are used for effective
cleaning.
 Withdraw by jacking the rotor shaft. The compressor wheel is then
thoroughly cleaned using diesel oil, cloth and compressed air. The
labyrinth rings on the back of the impeller should also be cleaned properly.
Dismantle turbine end bearing cover and withdraw the bearing clean it
with diesel oil and compressed air.
 Unscrew the bolts on the exhaust gas inlet casing and withdraw the gas
admission casing. Thoroughly clean the nozzle ring of all carbon deposits
and dirt accumulation while withdrawing the casing take care not to
damage the labyrinth seal and turbine shaft. Then withdraw the turbine
and shaft.
 Dip the turbine rotor shaft in a pan filled carbon solvent, the rotor is set
up on a pair of wooden V notched trestles that allow the part disc and the
blades to soak in the solution. During soaking period the rotor must be
regularly rotated so that the deposits are completely removed. After
soaking it is cleaned as with a cloth and wiped dry and blown with
compressed air.
 The whole rotor shaft with the compressed and turbine is then balanced
by a experienced operator. The turbocharger is now assembled in reverse
order of dismantling. All clearances are to be maintained while assembling
according to manufacturers instructions.

b) Explain the meaning of starting failure in diesel engines and causes

of Misfire (5)

Ans. Starting failure

Starting Failure of Engine In Marine Diesel Engine there are various factors affect
the starting (starting by air and then fuel run) of the engine, it includes all the
system which are inter-connected. If anyone fails the control will not start the
engine. Before starting the engine the engine jcw temperature and pressure,
lube oil temperature and pressure, fuel oil temperature / viscosity and pressure,
control air pressure, spring air pressure, starting air pressure and other
parameters should be in the desired value including other safety systems then
only the interlocking will be released for starting. Some common causes are
(engine is not starting by air):
1. Starting air pressure is too low
2. Turning gear is engaged
3. Auxiliary blowers are not running
4. Any shut down signal is activated such as: Lube oil pump is not running,
Spring air pressure is low, Control air pressure is low etc.
5. Automatic isolating valve is blocked or not in operation
6. Distributor problem
7. Fuel signal is on so starting air signal is not released
8. Reversing interlock is activated (engine is not reversed as per command) Etc.
Engine Turns on air but receives no fuel to start (misfire): In marine diesel
engine which are mainly started by air, the highly compressed air is used to start
the engine when the engine picks up the minimum pre set speed the starting air
is closed and fuel is injected then the engine on fuel. For some reasons if engine
starts by starting air but is not running by fuel, it is called misfire.

SOME CAUSES OF MISFIRE:

1. Lube oil or Jacket cooling water pressure is too low, but the control air is
given to the starting valve but the interlock signal blocks the fuel supply by
Governor control system.
2. Fuel lever is at a zero position, normally during starting the engine when
engine gains the desired rpm the fuel lever is pulled and minimum amount of
fuel is injected to starting (for manual starting).
3. Fuel regulating linkage is jammed or blocked.
4. Governor / Governor Control system is faulty and it does not release fuel.
5. Starting air off signal is not reached to Governor control signal.
6.Minimum speed by air is not reached: starting air pressure too low, one or
more unit starting air valves are not opened, distributor pilot air problem for one
or more units.
7. Propeller is blocked.
8. Fuel oil pressure is low
9. Fuel oil temperature / viscosity is low.
10. Fuel injectors / pumps problem Etc.

22. a) Sketch the crosshead type engine Lubrication system (4)

b) Explain only the main steps during Piston Removal of a large 2 stroke
engine (6)

Piston Removal of 2 Stroke Engine

1. Inform the company and take immobilisation certificate from port that main
engine not ready for these hours. Fill up Risk assessment with person involve
and go through manual. Prepare all tools. Also prepare enclose space entry. Shut
the main lube oil pump and carry out proper ventilation of crankcase.

2. Lock the air starting valve. Now open all indicator valves and engage the
turning gear.

3. Close the inlet and outlet of jacket water system and drain jacket water. Now
disconnect all pipe connections attached with the cylinder head and protect all
the openings by covering it with cloth. Fuel inlet valve also to be closed and
disconnect the fuel injection high pressure pipes from fuel pump to fuel injectors.

4. Now pressurise the hydraulic ring up-to 1020 bar for the cylinder head
slackening, loosen all nuts with tommy bar, then release the hydraulic pressure
and remove all nuts.

5. Now cylinder head is ready to lift. Put eye bolt on top of exhaust valve and lift
cylinder head complete with the exhaust valve. With engine room crane lift
slowly and put it on Wooden block.

6. Now remove the PCR or polishing rings which is fitted in top of liner. Clean the
parts of top part of piston crown and remove any ridges in the top part of the
cylinder liner by pneumatic grinder.

7. Turn the engine on T/G and take piston to BDC. Take the calibration of
cylinder liner. Calibration taken by template with the help of internal micrometre
at port-stbd and fwd-aft directions. Note down the readings and compare the
wear rate with previous one.

8. Now it’s time to remove piston. With turning gear turn the engine so that
piston is at TDC. Remove the nuts holding the piston rod palm to the crosshead.
Remove the bolts holding the stuffing box on the diaphragm.

9. Now put lifting tools on piston and lift the piston with the help of engine room
crane. Lower the piston on the hole provided on the cylinder head platform.

10. Now the piston rings are dismounted and piston thoroughly cleaned. Gauging
of the piston ring grooves is done. New piston rings are mounted after checking
their butt clearances. All measurements are recorded in standard company
forms.

11. Stuffing box is also overhauled, all parts are cleaned and scraper
rings/lamellas are renewed.