MAINLINE ENGINE

OVERVIEW
 ENGINE FUNDAMENTALS

I.C.ENGINES

C.I.ENGINES S.I.ENGINES
 ENGINE FUNDAMENTALS

IC ENGINES- FUEL IS BURNT INSIDE THE ENGINE

COMBUSTION OF FUEL GENERATES HEAT ENERGY

CONVERSION OF HEAT ENERGY TO MECHANICAL

ENERGY TAKES PLACE WITHIN ENGINE CYLINDERS

SI ENGINES USE GASEOUS OR VOLATILE FUELS

CI ENGINES USE DISTILLATE OR RESIDUAL FUELS

 ENGINE FUNDAMENTALS

External Combustion Engines: Coal Fired, Steam

Engines

Internal Combustion Engines: Petrol & Diesel

Engines

Compression Ignition Vs Spark Ignition Engines

Auto Ignition very high compression ratio

Induced spark ignition

 ENGINE FUNDAMENTALS

CI vs. SI Engines
Compression Ratio:The compression ratio of
Internal Combustion engines i.e. I.C. engines is the
ratio between total volume (clearance volume plus
swept volume) and clearance volume. Higher the
compression ratio, higher will be compression
pressure and consequently higher the
temperature. It is this reason that compression
ratio of spark ignition engine is about 8:1 whereas
the compression ratio of compression ignition
engine is about 12:1 and above.
 ENGINE FUNDAMENTALS
CYCLE OF OPERATION

SUCTION COMPRESSION POWER EXHAUST

AIR COMPRESSION OF AIR INJECTION OF FUEL & FIRING OF MIXTURE REMOVAL OF BURNT GASES
Important Terms Related to the Engine

Arrangement of Cylinders
- Horizontal,
- Vertical,
- V type

Naturally Aspirated Engines

Drawing intake air directly from atmosphere

Turbo Charged / Super Charged engines

Recycling of waste exhaust heat by pressurized
supply of intake air and more efficiency of the
engine
FIRING ORDER

In case of four stroke cycle engine, there is only one power stroke
out of four strokes of the piston OR we can also say that there is
only one power stroke for every two revolutions of the crank shaft.
It is therefore necessary to have a flywheel to give a carryover for
the three waste strokes to ensure smoother power output. To
increase the power out put and to make it smoother, multi-cylinder
engines are used in which firing strikes in different cylinders are
suitably separated in relation to crank angles so that the during the
revolutions of the crank shaft firing takes place in different cylinders
one by one at regular intervals.

Four even firing in four cylinder engine, one cylinder must be

allowed to fire during each of the four strokes and therefore cranks
are arranged at 720 degree/4=180 degree interval or in case of
eight cylinder engine the cranks are arranged at 720 degree/8=90
degree.
SPECIFICATION OF TYPICAL ENGINE

Sr.no. Description Specifications

ENGINE
1. Make/type ALLEN/S37G
2. No. of cylinders 8
3. Output BHP 3136
4. RPM 750
5. Bore/Stroke 325mm/370mm
6. Mech eff. at rated 90%
BHP/RPM
SPECIFICATION OF A TYPICAL GEARBOX

Sr.no. Description Specifications

GEAR BOX
1. Make ALLEN GEARS
2. Power rating 3143 HP
3. Input speed 747 RPM
4. Output speed 3285 RPM
5. Ratio 4.4:1
6. Efficiency(Mech.) 99.2 %
Main Components of Mainline Engines
Bed Plate & Main Bearings
Crankshaft & Flywheel
Connecting Rod & Piston
Entablature (Cylinder Block) & Cylinder Liners
Cylinder Heads
Camshaft & Cam Followers
Governor
Turbocharger
Radiators
Various priming and lubricating pumps
TorsionalVibration Damper
 BED PLATE : Cast iron bed plate forms the oil sump and
support the crank shaft main bearing

MAIN BEARING: Thin walled steel backed, lead bronze lined

/ lead tin overlay main bearings and two half thrust rings to
locate the crank shaft axially

CRANK SHAFT AND FLYWHEEL: One piece steel forging

with an integrally forged coupling which carries the flywheel.
Drilled passages to carry lubricating oil from each main
bearing to the adjacent connecting rod bearing
Cylinder Block (Engine Entablature)
Cylinder Liner
Piston
Connecting Rod
 CONNECTING RODS : Forged steel connector with detachable
bottom cap for transfer of power from piston to crank shaft

BIG END BEARINGS: Pre finished thin walled steel backed, lead
bronze lined / lead tin overlay are fitted at the bottom end of the
connecting rod

SMALL END BEARINGS: Thin walled steel backed copper lead

lined bushes fitted at the top end of the connecting rod

PISTONS: Oscillating part of nodular cast iron with inbuilt

cooling chamber fitted with piston rings for converting firing
pressure into kinetic energy
Flywheel is fitted with the engine
Cylinder Head
ENTABLATURE AND CYLINDER LINERS

The main engine body of single casting

Securely fitted on bed plate

Provision for cooling water jacket

Housing the cylinder liners

Also forms a housing for the camshaft and

valve operating mechanism
CYLINDER HEADS, CAM ARRANGEMENT

The cylinder heads installed on the top of the liner

Separately detachable and having water jacket for
cooling
Pathway for Intake air & Exhaust gas
The camshaft, gear train & Cam Follower for
controlling functions of inlet air, exhaust of
combustion products and injection of fuel
GOVERNOR, TURBOCHARGER, RADIATOR

GOVERNOR :
Controls and supplies fuel to the engine as per load
conditions through control linkages.

TURBOCHARGER:
Turbocharger allows inlet air at a higher pressure,
allowing more fuel to burn inside the engine hence
delivering more power.

RADIATORS:
Cooling of Charge Air, Jacket Water and Lube Oil
Torsional Vibration Damper

Torsional vibration is common to internal combustion engine

crankshafts for many reasons: 1) The crankshafts slider-crank
mechanism that connects the rod and piston results in alternating
torques. 2) The cylinder pressure generated during the combustion
process is not constant throughout the internal combustion process.
Even if the pressure is constant, the slider-crank mechanism is
incapable of producing smooth torque. 3) The connecting rod-
pistons motion mass generates alternating torque.
Furthermore, engines that incorporate multiple cylinders usually
have very flexible crankshafts because of their long length. Also,
crankshafts are inherently equipped with little or no damping to
reduce vibrations.
Torsional Vibration Damper

Effects of Torsional Vibration

Unchecked torsional vibration can cause cracking, crankshaft failure,

or failure of the parts that the crankshaft drives. These damages are
usually at the front of the engine, as the flywheels inertia cuts down
motion at the rear end of the engine. Torsional vibration can also
cause excessive wear and tear of bearings and gear parts
Important Systems of the Mainline Engines

Starting Air System

Fuel Oil System
Lubricating Oil System
Charge Air System
Cooling Water System
Injector Temperature Control System (ITCL)
STARTING AIR SYSTEM

The engines are started by means of

compressed air

Compressed air enters in cylinders in sequence

through distributor main and starting air valves
for initial rotation of the engine
 FUEL FLOW DIAGRAM
250 KL Crude Oil Bulk FFM Centrifuge
Tank Module

Engine Driven
Fuel Pump
Engine Fuel
Forwarding Daily Service
Module Tank

Motor Driven
Fuel Pump

Fuel Return Line

Cylinder Drain
Engine Cylinder Rupture Tank
Fuel Injectors

Fuel Pipe Leakage

WARNING LIMITS OF L.O. SM-1040

Sr. Description Spec. of Warni Rejection

No. fresh ng Limit
L.O Limit
1. Viscosity at 100 deg C
Increase 15.5 18.60 20.03
Decrease 14.5 13.05 10.60
2. Flash Point (deg C) 230 190 180
3. Water content - 0.2% 0.5%
4. Reduction of TBN 10 7 4
5. Insoluble
Hexene - 2.0% 2.5%
Tolune - 2.0% 2.5%
Air filter
CHARGE AIR/ TURBO-SUPERCHARGING
SYSTEM

Exhaust
chimney
Turbine
Exhaust manifold

After
cooler
Impeller Fixed nozzle ring

Inlet Exhaust

Exhaust manifold
Air Piston
manifold
 CHARGE AIR SYSTEM

GOOD TO KNOW :
1. 1deg. C CHANGE IN AMBIENT TEMPERATURE
WILL CHANGE EXHAUST GAS TEMPERATURE
BY 1.52 deg.C
2. 1deg.C CHANGE IN receiver TEMPERATURE
WILL CHANGE EXHAUST GAS TEMPERATURE
BY 1.02 deg.C
3. 0.1 BAR CHANGE IN CHARGE AIR PRESSURE
WILL CHANGE THE FIRING PRESSURE BY 56
BAR
 Level
WATER COOLING SYSTEM Gauge

Vent Line Make-

up water
tank

Water Outlet Header

Riser Pipe

Lube Oil cooler

Turbo
Cylinders

Header Radiator
1 2 3 4 5 6

ENGINE
BLOCK

Water Pump
 Engine Safety Alarms
First Stage Alarms : Warning with engine running
Lube Oil Temperature High
Fuel Oil Pressure Low
Exhaust Temperature High
Charge Air Temperature High
Jacket Water Level Low
Jacket Water Temperature High
Gear Box Sump Level Low
Engine Sump Level Low / High
 Engine Safety Alarms
Second Stage Alarms : The Engine trips
Lube Oil Pressure Low
Jacket Water Temperature High High
Over Speed
Oil Mist Detected
Bearing Temperature High
Fuel Temperature Low
Gear Box Oil Pressure Low
Instrumentation Pressure Low
 Preventive Maintenance Practice
250 hrs : Cleaning of glacier filter
750 hrs : Over speed Trip Check
1500 hrs. : Fuel injectors (clean nozzle and reset)
3000 hrs. : Overhauling of fuel injector
9000 hrs : Cylinder heads reconditioning, heat exchanger
cleaning, inspection of piston rings, small and big end
bearings, inspection of cam shaft and its drive, stripping
turbocharger and its cleaning
18000 hrs : Complete overhaul including withdrawal of liners,
cleaning of cylinder block, inspection of main bearings,
measurement of crankshaft pins. Journals.
MAINLINE ENGINE
OPERATING
PARAMETERS
BASIC INPUTS IN ENGINE

ENGINE

FUEL LUBE OIL CHARGE AIR WATER

MONITORING OF OUR ENGINE

FUEL

DIRECT MONITORING INDIRECT MONITORING

FUEL LEVEL IN DST EXHAUST TEMPERATURE
FUEL TEMPERATURE PHYSICAL PROPERTIES
WATER CONTENT CENTRIFUGING
FUEL PRESSURE FUEL RUPTURE TANK
ITCL FUEL FORWARDING MODULE
MONITORING OF OUR ENGINE
FUEL
IMPORTANT PARAMETERS- FUEL TEMPERATURE

Measured through a Temperature Valve mounted

on inlet pipe near fuel header

Fuel Temperature High- 70 Deg C- Ist Stage Alarm

Fuel Temperature Low- 50 Deg C- Ist Stage Alarm
Fuel Temp Low-Low- 40 Deg C- 2nd Stage Alarm

Make fuel less viscous, moderates flash point, avoids Cold

Corrosion of nozzle, Improves Fuel efficiency , Reduces fuel
dilution
MONITORING OF OUR ENGINE
FUEL
IMPORTANT PARAMETERS- FUEL PRESSURE

Fuel Pressure Low- 2.5 Kg/Sqcm Ist Stage Alarm

Inadequate fuel combustion, Whitish Smoke

Reasons: Choked Fuel Filter, Improper working of engine
driven fuel pump
Fuel Level: Through level switch in DST
Low Level Alarm: Ist Stage
High Level Alarm: Ist Stage
Water content: Draining of DST everyday
MONITORING OF OUR ENGINE
CHARGE AIR
IMPORTANT PARAMETERS- CHARGE AIR PRESSURE

NO ALARM
Indicates the functioning of

Turbocharger
Oil Bath Filter
Engine Fuel System Performance
Leakages in Charge Air Pressure Line
MONITORING OF OUR ENGINE
CHARGE AIR
IMPORTANT PARAMETERS- CHARGE AIR TEMPERATURE

CHARGE AIR TEMPERATURE HIGH- 66 Deg C Ist Stage Alarm

Indicates the functioning of

Turbocharger- Compressor end

Oil Bath Filter
Engine Jacket Water & Secondary Water Cooling System
Efficiency of Charge Air Inter Cooler
MONITORING OF OUR ENGINE
LUBE OIL
IMPORTANT PARAMETERS- LUBE OIL TEMPERATURE

Lube Oil Temperature HIGH- 80 Deg C 2nd Stage Alarm

Indicates the functioning of

Engine Secondary Water Cooling System
Efficiency of Lube Oil Cooler
Efficiency of thermostatic valves
Life of lube Oil
Quality of lube Oil
MONITORING OF OUR ENGINE
LUBE OIL
IMPORTANT PARAMETERS- LUBE OIL PRESSURE

Lube Oil Pressure LO- 2.10 Kg/Sqcm 1st Stage Alarm

Lube Oil Pressure LO-LO- 1.50 Kg/Sqcm. 2nd Stage Alarm

Indicates the functioning of

Lube Oil Circulation System
Efficiency of Engine Driven Lube Oil Pump
Efficiency of Lube Oil Filters
Life of lube Oil
Quality of lube Oil
MONITORING OF OUR ENGINE
WATER
IMPORTANT PARAMETERS- JACKET WATER TEMPERATURE

JW Temp. High- 86.0 Deg C 1st Stage Alarm

JW Temp. High- High 93.0 Deg C 2nd Stage Alarm
Indicates the functioning of
Jacket Water Circulation System
Engine Overall Performance
Jacket water cooling system
Thermostatic Valves
Jacket Water Pump
Water Quality
MONITORING OF OUR ENGINE
WATER
IMPORTANT PARAMETERS- JACKET WATER PRESSURE

JW Pressure- Low 0.84 Kg/Sqcm. 2nd Stage Alarm

Indicates the functioning of

Jacket Water Circulation System
Engine Overall Performance
Jacket water cooling system
Level Valve in Make Up water tank
Jacket Water Pump
Water Quality
MONITORING OF OUR ENGINE
WATER
IMPORTANT PARAMETERS- JACKET WATER QUALITY

NITRITE LEVEL Above 1500 2000 ppm

HARDNESS Less than 50 ppm

CHLORIDE Less than 50 ppm

PH 7.5 to 9.5
 SAFETY ALARMS
First Stage Alarms :

Warning is given but the engine keeps on running

Lube Oil Temperature High

Fuel Oil Pressure Low

Exhaust Temperature High
Charge Air Temperature High
Jacket Water Level Low
Jacket Water Temperature High
Gear Box Sump Level Low
Engine Sump Level Low / High
 SAFETY ALARMS
Second Stage Alarms :

Engine trips
Lube Oil Pressure Low
Jacket Water Temperature High High
Over Speed
Oil Mist Detected
Bearing Temperature High
Fuel Temperature Low
Gear Box Oil Pressure Low
Instrumentation Pressure Low
Thank you