Pawan kumar

Bt – 7B

Roll - 1736608028

Mice assignment

1. Explain various indicator diagram and how they are used to maintain the performance of the
engine.

 The indicator diagram is very important to know the combustion in the

cylinder and also to adjust the engine.
 The diagram is taken periodically from the indicator valve equipped on
he cylinder head and combustion condition is to be confirmed.
 Indicator diagrams give efficiency of combustion in the cylinder,
condition of the running gear, irregularities in fuel pumping
and injection and a lot of things.

There are 4 types of indicator diagrams that can be taken from the engine
cylinder to know the condition and performance of the engine.

1. Power card / Power indicator diagram

2. Compression diagram
3. Draw card / Out of phase diagram
4. Light spring diagram

The area of indicator diagram is calculated by

 Planimeter (Usually used on board)

 Mid Ordinate Method

1 Power Card

 Power card is taken with the indicator drum rotating in phase with the
piston movement
 The area within this diagram represents the work done during
one complete cycle to scale
 Mean Indicated Pressure (MIP) is obtained from this diagram to
calculate power produced in the cylinder
2 Compression Diagram

 Compression diagram is taken in similar manner to the power card but

the fuel shut off in the cylinder
 The height of this curve shows maximum compression pressure
 If the compression and expansion line coincide, it indicates that
indicator is correctly synchronized with the engine

 Reduction in height of this diagram shows low compression which may

be due to worn cylinder liner, faulty piston rings, insufficient scavenge air or
leaky exhaust valve
3 Draw Card / Out of Phase Diagram

 Draw card is taken in a similar manner to power card with fuel pump
engaged but with the indicator drum 90 degree out of phase with the piston
stroke
 This diagram illustrates more clearly the pressure changes during fuel
combustion. Fuel timings or injector faults may be detected from its shape
 4 Light Spring Diagram

 Light spring diagram is taken similar to the power card and in phase
with the engine and with a light compression spring fitted to the indicator
 This diagram shows pressure changes during exhaust and scavenge to
an enlarged scale
 It can be used to detect faults in these operations
2 Draw and explain lubricating oil system for large 2 stroke engine. Explain the oil flow in the engine?

Ans :- The lubrication oil from the main engine sump is collected in a sump tank below the engine. The
LO pumps are protected by a pressure relief valve which opens when the pressure rises over a preset
value. These valves are not modelled in detail and are not available from the variable list. The service
tank oil can also be circulated by the LO purifier. New oil is supplied by a make-up pump with flow
directly to the sump tank. The lubrication oil is cooled in two LT fresh water cooled LO coolers and is
then passed through an automatic backflush filter or a standby conventional filter before it enters the
main engine. The LO temperature is controlled by a PI controller, which regulates a by-pass valve for the
LO coolers.

The LO system consist of filter of size half the bearing clearance. The LO filters must be checked regularly
to avoid pressure/flow reduction. The sump tank oil level will gradually decrease due to oil consumption
and possible drain/sludge discharge from the purifier. The level is unstable in poor weather and if the
level is low, there may be false alarms/shut downs. If the purifier is operated with “broken” water seal,
oil is continuously discharged to the sludge tank and there is a risk of emptying the LO sump tank
completely. The oil pressure after the pumps will be reduced towards zero as the LO sump tank runs dry.

The oil temperature in the sump tank is affected by the return oil flow/temperature from the main
engine, the oil flow/temperature from the purifier and the heat loss to the surroundings. If all inlet flows
stop, the temperature will gradually approach ambient air temperature. Low oil temperature gives
reduced flow at main engine.

Cylinder Lubrication

A simple cylinder lubrication model is included. The day tank is refilled by pump from the storage tank.
There will be a steady consumption of cylinder oil, dependent on main engine speed.

The cylinder LO tank must be refilled periodically. At low cylinder LO tank level there will be ME slow
down/shut down.

Cam Lubrication

The lubrication oil from the main engine cam shaft is collected in a cam shaft LO tank.

Cam LO tank make-up is taken from the LO inlet main engine line. Discharge of the tank is directly to the
spill oil tank.

The cam lubrication oil is cooled by a LT fresh water cooled LO cooler and is then passing a double filter
before it enters the main engine. The LO temperature is controlled by a P controller, which regulates a
by-pass valve for the cam LO cooler.

The LO filters must be cleaned regularly to avoid pressure/flow reduction.

3 Explain the properties of the lubricants and various contaminants and tests carried out to remove
contaminant on board.

Ans:- The various properties of the lubricants are

  Viscosity – it is valued property of a lubricating oil which determines the flow of lubricating oil in
the clearance space between two bearing surfaces. Factors taken into account include engine
speed, bearing running ckearances, and working temperature.
 Oiliness – it is the property of the oil’s amenability to adhere to the surface. The oiliness is a
desirable property in diesel engine lubricating oils as it promote viscous drag so essential for
fluid film as well as boundary lubrication.
 Anti oxidation – it is required to prevent deterioration while in storage or in service. These
components are organic acid, resin, sludge, and asphaltic material.
 Stability at high temperature
 Alkalinity – The alkaline oil is likely to protect the liner surface against corrosive attack by
neutralizing weak sulphuric and sulphurous acids formed on metal surface as acid dew .it is
induced in oil by blending with additives.
 Detergency/Dispersancy – it is used to remove the harmful deposits in the body of piston or in
ring groove, cylinder liner , crankcase . Keeps the system clean and trouble free.
 Demulsibility – This helps to seperate oil water emulsion.
 Flash point – flash point should be high above 200°C so that under faulty working condition oil
vapour may not ignite.

Contaminants in lube oil are:-

 Contamination by unburnt fuel – it lowers the flash point, lowers viscosity and reduces the film
strength of oil.
 Contamination by carbon – formed due to localised heating on bearing surfaces. It thickens the
lubeoil which increases the viscosity and flash point but reduces load carrying capacity.
 Water contamination – it may happen due to leakage from piston cooling system or leakage
through cooler and tank top. It lead to formation of an emulsion. Reduces the lubricating
property.
 Contamination by acid – it occours due to sulphur derivative copound in combustion gases get
contaminated to lube oil through leaking piston and scrapper rings.
 Contamination by solid impurities – it can be contaminated by ferrous particles in the system,
wear prodects of bearing white metal and journal surface, ash from residual products of
combustion, corrosion product or sludge from storage tank.
 Microbylogical degeneration - the anaerobic bacteria also called sulphur reducing bacteria grow
in water present at bottom of oil sump and use the organic hydrocarbons and additives as food.
They break the oil chain and produce acid and sludge. Promote formation of stable emulsion,
produce corrosion cell and hydrogen sulphide . It is detected by smell of rotten egg allows with
discolouration of oil, formation of sludge and loss of property value of oil.

Test carried to remove contaminants:-

To maintain these properties while in operation the lube oil must be checked time to time both
on board and in shore laboratory.
Taking sample onboard

The onboard lube oil tests are carried out by taking samples from the sampling point,
which should be located after the system, with the system in running condition. Before
taking the sample, oil must be drained so that stagnant oil in the sampling point is
removed.

Water Content test

5 ml of sample is taken inside digital water content meter mixed with 15 ml of reagent
containing paraffin or toluene. Before closing the lid of the digital meter, a sealed sachet
containing calcium Hydride is kept and container closed tight. The meter is shaken by
hand and the pressure rise due to the chemical reaction in the test container is shown as
water percentage in the digital display.

 pH Test

It is done by using a pH paper which changes colour once in contact with oil and it is
then compared with standard values. This test determines the reserve alkalinity of the
oil sample.

    Viscosity Test

This test is performed by using a Flow stick in which two paths are provided for flow of
oil side by side. In one path fresh oil is filled and in other side path used sample oil is
filled. Now the flow stick is tilted allowing oil on both paths flowing in the direction of
the tilt due to gravity. 

Spot test

In this test a drop of lube oil is put on the blotter paper and it is then dried for few
hours. The dry spot is then compared with the standard spot available which determines
the insoluble components in lube oil.

Flash point test

This is performed by using Pensky Martin closed cup apparatus which determines the
temperature at which the vapour will flash up when an external ignitable source is
provided. As per the regulation, this apparatus generally carried on passenger ships.

Water Crackle test

It is another method of determining water presence in the lube oil where the oil sample
drops are heated in an aluminium container over a flame. If water is present crackling
sound will come.