POWER PLANT ENGINEERING

UNIT:III

DIESEL POWER PLANT

INTRODUCTION
Diesel power plants are installed in the following situations.
Supply of coal and water is not available in sufficient quantity
Power is to be generated in small quantity.
Standby sets are required for emergency purposes in hospitals,
telephone exchanges, radio stations and cinemas.
Diesel power plants in the range of 2 to 50 MW capacities are
used.
Demands for diesel power plants are increased for electric
power generation because of difficulties in construction of new
hydraulic plants and enlargement of old hydro plants.
Long term planning required for the development of hydro and
thermal plants.
Diesel power plants used for electric generation are more
reliable and long lived piece of equipment compared with other2
types of plants.

IC ENGINES

IC ENGINES

IC ENGINES PARTS

Cylinder
Cylinder Head
Piston.
Piston Rings
Gudgeon Pin
Connecting Rod
Crank Shaft:
Crank
Engine Bearing
Crankcase
Flywheel
Governor
Valves
Fuel Pump
Fuel Injector
Combustion chamber

THE FOUR-STROKE CYCLE

Suction Stroke: With the

movement of the piston from
TDC to BDC during the
stroke the inlet valve opens
and air at atmosphere
pressure is drawn inside the
engine cylinder.
The exhaust valve is closed
and represented by the line
5-1 in the P-V diagram.

THE FOUR-STROKE CYCLE

Compression
Stroke:
The air drawn at atmosphere pressure during the
DIESEL
ENGINE
suction stroke is compressed to high pressure and temperature (35 bars &

600 C) as the piston moves from BDC to TDC. This operation is

represented by 1-2 in the diagram. Both inlet and exhaust vales do not
open during this stroke.
Working/Expansion Stroke: As the piston
starts moving from TDC a metered quantity
of fuel is injected into the hot compressed air
in the fine sprays by the fuel injector and the
fuel starts burning at constant pressure shown
by the line 2-3 in the diagram. The hot gases
of the cylinder expand adiabatically to the
point 4, thus doing work on the piston shown
as 3-4 in the diagram.
Exhaust Stroke: The piston moves BDC to TDC then exhaust gases
escape to the atmosphere through the exhaust valve. When the piston
reaches the TDC the exhaust valve closes and the cycle is completed and
this is represented by the line 1-5 in the diagram.

THE TWO-STROKE CYCLE DIESEL

ENGINE

The cylinder L is connected to the closed crank chamber

C.C. During the upward stroke of the piston M, The gases
in L are compressed and at the same time fresh air enters
the crank chamber through the valve V.
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THE TWO-STROKE CYCLE DIESEL ENGINE

When the piston moves downward, V closes and air in the crank chamber is
compressed. The piston is moving upwards and is compressed the air which
was previously been supplied to L and before piston reaches the TDC the
fuel injector supplies fuel to the engine cylinder.

Ignition of fuel takes place due to high temperature of air and gases escape
through this port. The transfer port is uncovered immediately and the
compressed air from the crank chamber flows into the cylinder and is
deflected upwards by the hump provided on the head of the piston.

The piston again moving from BDC to TDC and the air gets compressed
when the exhaust port and transfer ports are covered by the piston, thus the
cycle is repeated.

IC ENGINE TYPES

According to cycle of operation:

i) Two stroke ii) Four stroke
According to cycle of combustion:
i) Otto cycle
ii) Diesel cycle iii) Dual combustion cycle
According to arrangement of cylinders:
i) Horizontal Engine ii) Vertical Engine
iii) V-type Engine
iv) Radial Engine
According to their use :
i) Stationary Engine
ii) Portable Engine iii) Marine Engine
iv) Automobile Engine v) Aero Engine
According to fuel used:
i) Oil Engine
ii) Petrol Engine
iii) Gas Engineiv) Kerosene Engine
According to the speed of the engine used:
i) Low Speed Engine ii) Medium Speed iii) High Speed Engine

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IC ENGINE TYPES

According to method of Ignition:

i) Spark Ignition Engine

According to method of Cooling:

i) Air Cooled Engine

ii) Compression Ignition Engine

ii) Water Cooled Engine

According to method of Governing:

i) Hit and Miss Governed Engine ii) Quality Governed Engine
iii) Quantity Governed Engine

According to Valve Arrangement:

i) Over Head Valve Engine

ii) L-Head Valve Engine

iii) T-Head Valve Engine

iv) F-Head Valve Engine

According to Number of Cylinders:

i) Single Cylinder Engine

ii) Multi Cylinder Engine

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IC ENGINE TYPES

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DIESEL PLANT LAYOUT

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DIESEL PLANT LAYOUT WITH

AUXILIARIES

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DIESEL PLANT LAYOUT WITH AUXILIARIES

Diesel Plant Auxiliaries

Engine : This is main component of the plant which develops required

power. The engine is generally coupled to the generator.

Air Intake System: The function of the air filter is to remove the dust from
the air which is taken by the engine.

Exhaust System: This system includes silencer and connecting ducts. The
temperature of the exhaust gases are high, so the heat of the exhaust gases
may be used for heating the oil or air supplied to the engine.

Fuel System: It includes the storage tank, fuel pump, strainer and heater. The
fuel is supplied according to the load on the plant.

Cooling System: This system includes water circulating pumps, cooling

towers or spray ponds and water filtration plant. The purpose of the cooling
system is to carry the heat from engine cylinder to keep the temperature of
the cylinder in the safe range and extends the life.
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DIESEL PLANT AUXILIARIES

Lubrication System: It includes the oil pumps, oil
tanks, filters, coolers and connecting pipes. The
function of the lubricating system is to reduce the
friction of moving parts and reduce the wear and tear
of the engine.
Engine Starting System: This includes compressed air
tanks. The function of this system is to start the
engine from cold by supplying the compressed air.
Governing System: The function of the governing
system is to maintain the speed of the engine constant
irrespective of load on the plant. This is done by
varying the fuel supply to the engine according to load.

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AIR INTAKE SYSTEM

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AIR INTAKE SYSTEM

The air intake system conveys fresh air through pipes or ducts
to the engine.
Filters used to catch dirt particles in the air.
Filters are of dry or oil bath types are used.
Silencer is provided in between the engine and intake.
Some of the precautions while constructing an air intake
system.

Air intakes may not be located inside the engine.

Air should not be taken from a confined space.
Diameter of the air intake lines should be relevant size related to the
engine power.
Air intake filters may not be located close to the roof of the engine.

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EXHAUST SYSTEM

Function of this exhaust system is to

discharge the engine flue gases into
atmosphere.

Exhaust manifold connects the engine

cylinder exhaust outlets to the exhaust
pipe which is provided with a muffler
to reduce the pressure in the exhaust
line and eliminate noise.

The exhaust gases are used by

providing the waste heat recovery
devices to preheat the oil and air
supplied to the engine.
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FUEL SYSTEM

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FUEL SYSTEM

Main flow is made workable and arranging of piping equipment with

heaters, bypasses, shut offs, drain lines, relief valves, strainers and filters,
flow meters and temperature indicators.

The flow plans depends on type of fuel, engine equipment and size of the
plant.

The main storage tank contains manholes for repairs, fill lines to receive oil,
vent lines to discharge vapour, overflow return lines for controlling oil flow
and suction line to withdraw oil.

Day tanks supply the daily fuel needs of the engine i.e. for 8 hrs. These
tanks are placed high because oil may flow to the engine under gravity.

The fuel oil supply system has to consider the following points.
Provisions for cleanliness and for changing over of lines during emergencies.
All suction lines pipe joints should be tested under pressure and joints tested
with soap solution.
Cleanliness in handling the bulk oil tanks.
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FUEL INJECTION SYSTEM

A very small quantity of fuel must be measured out, injected,
atomized and mixed with combustion air.
The function of the fuel injection system are:

Filter the fuel.

Measure correct quantity of fuel to be injected.
Time the fuel injection
Control the rate of fuel injection
Break up the fuel into fine particles
Properly distribute the fuel in the combustion chamber.

Atomization of fuel oil has been done by air blast and pressure
spray.
Types of fuel injection systems are

Common rail injection system

Individual pump injection system
Distributor system.

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COMMON RAIL INJECTION SYSTEM

A single pump supplies

high pressure fuel to
header or common rail, a
relief valve holds pressure
constant.
The control wedge adjusts
the lift of mechanically
operated valve to set
amount and time of
injection.
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COMMON RAIL INJECTION SYSTEM

A controlled pressure system

has pump which maintains set
head pressure.

Pressure relief and timing

valves regulated injection time
and amount of fuel.

Spring loaded spray valve acts

as a check.

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INDIVIDUAL FUEL PUMP INJECTION

SYSTEM

Pump with an individual

cylinder directly connects to
each fuel nozzle.

Pump meters charge and control

injection timing.

Nozzle contain a delivery valve

actuated by the fuel oil
pressure.
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DISTRIBUTOR FUEL INJECTION SYSTEM

In this system fuel is metered at

a central point.

A pump pressurizes, meters the

fuel and times the injection.

Fuel is distributed to cylinders

in correct firing order by cam
operated poppet valves which
open to admit fuel to the
nozzles.

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COOLING SYSTEM

The temperature of gases inside the engine cylinder may vary from 35 to
as high as 2750 C during the cycle.

At this temperature range the cylinder walls, cylinder and piston metals will
loose their characteristics and piston seizes the liners.

If the cylinder wall temperature rises above 65 C the lubricating oil

evaporates and the piston and cylinders are damaged.

In order to protect these parts from this heating effect proper cooling
system is required.

The high temperature reduces the strength of piston and cylinder liners.

Some times the overheating leads to pre ignition in spark ignition engines.

There are two methods used in cooling the IC engines.

Air cooling and liquid cooling.

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AIR COOLING SYSTEM

Heat is carried by the air flowing over and around the

engine cylinders.

Fins are cast on the cylinder head and barrel to provide

the additional conductive and radiating surfaces.

The fins connected to the right angles to the cylinder axis.

Advantages:
No water jackets are required
Absence of cooling pipes, radiation makes system
simpler.
No danger of coolant leakage.
No problem of freezing troubles
Weight per B.H.P of the air cooled engine is less than
water cooled engine.
It is a self contained unit , no external components
Installation is easier than water cooling.

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AIR COOLING SYSTEM

Disadvantages:
Their movement is noisy, non uniform cooling and maintenance is not easy.
Output of air cooled engine is less than that of water cooled engine.
Smaller useful compression ratio.

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WATER COOLING SYSTEM

It is indirect method of cooling the engine.

The cylinder walls and heads are provided with jackets through which
cooling liquid can be circulated.
The heat is transferred from cylinder walls to the liquid by conduction and
convection.
The liquid becomes heated as it is passing through jackets and cooled by
means of air cooled radiator system.
The heat from liquid in turn is transferred to air.
The stationary diesel engine plants uses this cooling system as open and
closed systems.
Open or Single circuit system:
Pump draws the water from cooling pond and forces it into the main engine
jacket.
Water after recirculation return to the cooling pond.

Close or Double circuit system:

Water is made to flow though the heat exchanger when it takes up the heat
of jacket water and returns back to the cooling pond.
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WATER COOLING SYSTEM

Advantages:
Fuel

consumption is less.
Cooling water can be conveniently heated when ever
required.
We can design any size of the cooling system for the engine.
No problem of noise.
Uniform heating takes place.
Disadvantages:
Water

requirement depends on the system

Power absorbed by pump for circulating water is higher
than that of cooling fans.
Failure of water cooling system can damage the engine
Cost of this system is high
Additional maintenance required for water cooling system.31

LUBRICATION SYSTEM

Lubrication system required between two surfaces having relative motion.

The purpose of lubrication is as follows.
Reduce the friction and wear between the parts having relative motion.
Cool the surfaces by carrying away the heat generated due to friction.
To seal a space adjoining surfaces such as piston rings and cylinder
liners.
To clean the surface by carrying away the carbon and metal particles
caused by wear.
To absorb shock between bearings and other parts to reduce noise .
The parts which requires the lubrication in the diesel engine are:
Main crank shaft bearing, big end bearing, small end or gudgeon pin
bearings, piston rings and cylinder walls, timing gears, cam shaft and cam
shaft bearings, valve mechanism, valve guides etc.

Various lubrication systems used in the diesel engine are

Wet sump lubrication system
Dry sump lubrication system
Mist sump lubrication system

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WET SUMP LUBRICATION SYSTEM

These

systems employ a large capacity oil sump at the

base of crank chamber from which the oil is drawn by
a low pressure oil pump and delivered to various
parts.
Oil then gradually returns back to the sump after
serving the purpose.
Oil is always contained in the sump which is drawn
by pump though a strainer.
In this system having three types
Splash

system
Full pressure system
Semi pressure system
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SPLASH SYSTEM
This

system is used on some small four stroke

stationary engine.
Caps on the big end bearings of connecting rods are
provided with scoops which, when the connecting rod
is in the lowest position, just dip into the oil troughs
and thus directs the oil through holes in the caps to the
big end bearings.
Due to splash of oil it reaches the lower portion of the
cylinder walls, crank shaft and other parts requiring
lubrication.
Oil level in the troughs is maintained by means of a oil
pump which takes oil from sump through a filter.
This system is suitable for low and medium speed
engines having moderate bearing load pressures.
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FULL PRESSURE SYSTEM

Oil

is delivered by the pressure pump at pressure

ranging from 1.5 to 4 bars.
Oil under pressure is supplied to main bearings of
crank shaft and cam shaft.
Holes drilled through the main crankshafts bearing
journals, communicate oil to the big end bearing and
also small end bearings through holes drilled in
connecting rods.
A pressure gauge is provided to confirm the
circulation of oil to the various parts.
A pressure regulating valve also provided on the
delivery side of this pump to prevent excessive wear.

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SEMI PRESSURE SYSTEM

This is the combination of splash and pressure system.
Main supply of the oil is located in the base of crank chamber.
Oil is drawn from the lower portion of the sump through a
filter and is delivered by means of a gear pump at pressure
above 1 bar to the main bearings.
The big end bearings are lubricated by means of spray through
nozzle.
Oil pressure gauge is provided to indicate satisfactory oil
supply.
The system is less costly to install as compare to pressure
system.
It enable higher bearing loads and engine speeds to be
employed as compared to splash system.

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DRY SUMP LUBRICATION SYSTEM

In this system the oil from the sump is carried to a storage
tank out side the engine cylinder block.
Oil from the sump is pumped by means of a sump pump
though filters to the storage tank.
Oil from storage tank is pumped to the engine cylinder through
oil cooler.
Oil pressure varies from 3 to 8 kgf/cm .
This system is generally adopted for high capacity engines.

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MIST LUBRICATION SYSTEM

This system is used for two stroke engines.

These engines are lubricated by adding 2 to 3 percent lubricating oil in the
fuel tank.
The oil and fuel mixture is inducted through the carburetor.
The gasoline is vapourised, oil in the form of mist goes via crankcase into
cylinder.
The oil which impinges on the crank case walls lubricates the main and
connecting rod bearings and rest of the oil which passes to the cylinder
during charging and scavenging periods, lubricates piston, piston rings and
the cylinder.
Advantages are simple system and low cost because of absence of pump.
Disadvantages :
lubricating oil invariably burns in the combustion chamber.
Loses the anti corrosion properties which damage bearings.
For effective mixing separate additives are required.
High lubricant consumption
Engine over- oiled most of the time because of no control over the
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proportion of lubricating oil

ENGINE STARTING SYSTEM

1.Starting by an auxiliary engine:
In this system the auxiliary unit is mounted close to the main engine
and drive through a clutch and gear.
Clutch is first disengaged and the auxiliary engine started by hand or
self started motor.
When it warms up and runs normally the drive gear is engaged through
clutch and main engine is cranked for starting.
2.Use of electric motor or self starter:
These are employed for small diesel and gasoline engines.
Storage battery (12 to 36v) is used to supply power to an electric motor
which is geared to flywheel with arrangement for automatic
disengagement after the engine started.
Motor draws heavy current and designed to engage for 30 s, after
which is cooled off for a minute and then re engaged.
When the engine is running a small dc generator on the engine serves
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to charge the battery.

ENGINE STARTING SYSTEM

3.Compressed air system:

This system is commonly used for starting the large diesel engines
employed for stationary power plant service.
Compressed air about 17 bar supplied from an air tank admitted to the
engine cylinders making them work like reciprocating air motor to run
the engine shaft.
The air tank is charged by a motor or gasoline engine driven
compressor.
This system includes storage tank, safety valve and interconnecting
pipe work.

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SUPERCHARGING

Super charging is used to produce a higher power output in diesel engine

and other systems.

If we increase the air consumption essentially it permits greater quantity of

fuel to be added and results in greater potential output.

The air consumption can be increased by three methods.

If we increase the piston displacement the size and weight of the engine
increases and results in cooling problem etc.

Running the engine at high speeds increases frictional losses and induces
inertia stresses on the engine.

Last method which is generally used to increase engine capacity and known
as supercharging. Greater air and fuel supplied to the engine there by
drawing greater engine powers.

Generally centrifugal compressors are generally used as superchargers

where the mixture enters the rotating impeller in direction parallel to the
shaft and leaves the impeller radially and passes through the diffuser.
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SUPERCHARGING

The purpose of the supercharging is to increase the volumetric efficiency.

Advantages of super charging:

Power increase: Out put can be increased by 30 50 % at the same speed of

the engine.
Fuel economy: The combustion in the super charged engine is better than as
it provides better mixing of air and fuel. SFC is less than general one and
thermal efficiency is also higher.
Mechanical efficiency: It is better than natural one at the same speed. This is
because power increase due to supercharging increases faster than the rate of
increase in friction losses.
Scavenging: Its scavenging action is better in two stroke super charged
engine than normal engine because the quantity of residual gases is reduced
with increase in super charged pressure.
Knocking: Super charging reduces the possibility of knocking in diesel
engine because delay period is reduced with an increase in super charged
pressure. This super charging results in smooth running of the engine.
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SUPER CHARGING IN SI ENGINE

Main difference between two engines

is Increase in pressures over normal
engine results in pumping loop is
positive one.

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SUPER CHARGING IN CI ENGINE

Super charging in CI
engines improves the
combustion in diesel
engine.

Better mixing and

combustion in super
charged engine has
better SFC

Increase in intake temperature reduces the volumetric efficiency and thermal

efficiency but increase in density due to pressure compensates for this and
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inter cooling is not necessary except for highly super heated engines.

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PLANT MAINTENANCE IN DIESEL ENGINES

Diesel engine power plant maintenance depends on the various
factors.
Careful supervision of the equipment used for recording
temperature, pressure and electrical data are essential.
The temperature inside the engine should not be allowed to exceed
the safe limit.
The temperature, flow and quantity of fuel oil should be checked
from time to time.
The fuel oil must cleaned from dist and other impurities by means
of filters.
When filter elements becomes choke it should be replaced by a
new one.
Dirt in fuel oil ruins the fine lap of fuel injection pumps and plugs
the injection nozzle orifice.
Fuel tank cleaned thoroughly
The temperature and flow of coolants, lubricating oil and exhaust
gases should be checked at regular intervals.

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