UNIT-III

STEAM ENGINEERING

Simple reciprocating Engine:-

In the steam reciprocating engine, steam pressure bushes a piston to and fro in a cylinder, the
steam being directed by a slide valve, through ports in the cylinder wall, to each side of the
piston in turn. The slide valve also directs the used or exhausts steam to condenser.
At the cross head bearing the piston rod is joined to one end of a connecting rod, whose
other end is connected to a crank pin so that when the piston rod is moved to and fro it turn
the crankshaft.
The engine bed is a stiff frame carrying the main bearing for the crankshaft. Columns
bolted to the frame hold the cylinder and the slide valve chest securely above it.
A slipper fitted to the cross-head and working in guides which are bolted to the columns
ensures a true alignment of the piston rod with the cylinder at all working position of the rod.
The stuffing box (in the cylinder bottom through which the piston rod passes) is fitted
with soft packing, which is pressed round the rod by a gland and so prevents steam leaking
past the rod.
The slide valve is worked by an eccentric sheave on the crankshaft, this sheave drives an
eccentric strap which is connected the slide valve by the eccentric rod and slide valve rod.
In all reciprocating engines in use today, the steam admission is cut off after the piston
has only completed part of its stroke, and the driving force throughout the remainder of the
stroke is provided by the expansion of the steam in the cylinder.
MULTI -CYLINDER ENGINES
The higher the initial pressure the greater the range of expansion must be if the steam is
to be used economically. As all the expansion cannot be carried out in a single cylinder, two,
three or four are employed, each of which constitute an expansion stage.
Compound Engines:-
Have 2 cylinders, viz. high pressure(H.P.) and Low pressure (L.P.).
Triple Expansion Engines:-
They are usually employed for large marine installations, where the size of L.P. cylinder
would be excessive, two L P cylinders are fitted ,this type being known as a four cylinder
triple expansion engine. The cylinder are then arranged in the order:- L.P. , H.P,I. P and L.P
cylinder volumes are in the following proportions,; where the H.P is equal to 1.0 the 1P &
L.P are equal to 2.6 and 7.0 respectively.
The advantages of the multi cylinder engine over the simple engine are::
i) A reduction of losses due to liquefaction.
ii) A gain in economy through progressively increased expansion in each cylinder
iii) A more uniform torque
iv) A better distribution of stresses in framing and shafting.

STEAM TURBINES
Steam turbine is a device which is used to convert Kinetic energy of steam into
mechanical energy. In this, enthalpy of steam is first converted into K.E in nozzles or blade
passages. The high velocity steam impinges on the curved blades and its direction of flow is
changed. This causes a change of momentum and thus force developed drives the turbines
shaft.
Principle of Turbines Propulsion:- If a jet form a nozzle impinges on blades mounted on
a wheel as shown in figure. The impulse of the jet will rotate the wheel. If jets of water
emitted from a garden sprinklers as shown in figure 3. The sprinklers will rotate due to the
reaction of the water as it leaves each nozzle. The applications of these two principles form
the basis of the design of steam turbines.
The impulse turbine, steam is admitted to a segment of nozzles, impinges on to a row of
blades mounted on a wheel and causes the wheel to rotate.
In the reaction turbine system is admitted direct to a row of blades which converges on
the outlet side) on the same principle as a nozzle) and the reaction force causes rotation.
Velocity: In both types of turbines, therefore it is velocity of the liberated steam and not the
pressure which produces the force which causes rotation.

Kinetic Energy:
Commencing them with a high pressure, a high velocity can be produced, and it is the K.E of
the high velocity steam which provides the motive force of the turbine.
Heat and Work, The amount of energy (work) available from steam is directly proportional
to the amount of heat available from the steam.
Impulse Turbine:- The steam from the boiler at high pressure and low velocity enters the
nozzle which is fitted in the casing. The steam expands in the nozzles where pressure drops
and velocity increases. This high velocity steam jet impinges over the blades mounted on the
rotor attached to the shaft. This causes the rotation of the turbine shaft and thus useful work is
obtained. It is noted that the pressure of steam when it moves over the blades remains
constant but the velocity decreases.
A Turbine consisting of one row of blades would be inefficient because all the heat
energy available in high pressure steam could not be absorbed.
In an impulse turbine the steam leaving the blades would retain much of the velocity
available, which would then be wasted.
 In a reaction turbine the steam leaving the blades would retain the much of the initial
pressure which would then be wasted.
Turbines are therefore compounded for velocity by the inclusion of more than one row of
blades, and are compounded for pressure by the inclusion of more than one pressure stage.
An impulse turbine compounded for pressure and velocity shown in figure 4.
Reaction Turbine:- To employ the basic principle of reaction force( as depicted in garden
sprinklers) the passage between the blades must converge and numerous rows of blades are
required to absorb the energy of high pressure steam. The reaction turbine therefore takes the
form of many rows of blades fitted to a drum to form the rotor. Rows of casing blades are
required between the successive rows of rotor blades to re-direct the steam into the direction
of rotation. The casing blades are also convergent in order to sustain the velocity of the steam
in the direction of motion.
A reaction turbine blading profile is given in figure 5.
ImpulseReaction turbines:- The impulse design is best suited to the high pressure end and
the reaction turbine is best suited to the low pressure end and therefore in marine use, large
turbines are combination of both the impulse and reaction design, with one velocity
compounded impulse wheel (often called Curtis wheel) to absorb the initial high pressure,
followed by series of reaction belts. See figure 6.
Difference between Impulse and Reaction Turbine:--
Impulse Turbine Reaction Turbine
1.) It consists of nozzle and moving blades. 1It consists of fixed & moving blades.
2.) Pressure drops occur only in nozzles, not 2.) Pressure drops occur in both fixed and
involving blades. moving blades.
3.) Due to more pressure drop, number of 3.) No. of stages required is more due to more
stages required is less. due to more pressure drop.
4.) Power developed is less. 4.) Power developed is considerable.
5.) It occupies less space for same power 5.) It occupies more space for same power
output. output
6.) Lower efficiency. 6.) Higher efficiency.
7.) Blade manufacturing is not difficult. 7.) Blade manufacturing process is more
difficult.

Compounding of steam turbines:-

The different methods of compounding are:-

● Velocity compounding

● Pressure compounding

● Pressure- velocity compounding

Comparisons between Turbine and Reciprocating Engine:-

 Reciprocating Engines:-
Advantages Disadvantages
● Develops full power ahead or astern ● Extensive maintenance is required

● Gives full torque at starting and low ● Is heavy and requires high overhead
speed.
● Has low steam economy
● Is easily controlled and reversed
● Is unsuitable for high speed
● Is reasonably reliable
● Incurs a constant movement of heavy
reciprocating parts and a reversal in
the direction of movement of heavy
parts during each revolution.

Turbines:-
Advantages Disadvantages
● Can give very high powers ● Is non-reliable.

● Has good steam economy ● Has poor starting torque.

● Its very reliable ●

● Has long life

● Has a few working parts

● No vibration

● Is small in size for its power

GENERAL LAYOUT OF PLANT & DESCRIPTION OF A MODERN GEARED

STEAM TURBINE INSTALLATION INCLUDING AUXILIARIES IN USE
Gearing is an essential parts of turbine propulsion. Helical teeth are used in almost all marine
gearing application. It is usual to employ double helical to obviate end thrust. A typical
double helical pinion is shown in figure.
In a geared turbine set, a flexible coupling is necessary to connect each turbine shaft to its
respective pinion shaft and this coupling allows for:-

● The transmission of torque forms the rotor to the pinion.

● The difference between the expansion of the rotor and casing.

● The axial movement of the pinion relative to the main gear wheel

● Any slight misalignment of the rotor and pinion due to unequal wear of the bearing.
Note: - The main gear wheel is kept in its correct fore and aft positions by the main thrust
block which is fitted adjacent to gearing.
Reduction Gears:-
Simple Reduction gears: - This type of gearing is simple and comparatively light, but the
velocity ratio obtainable is limited and the reduction ratio (Ratio between turbine speed and
to the propeller shaft speed) of 22:1
For main propulsion, turbine speed needed for high pressure and high efficiency require
reduction ratio, which is limited in case of single reduction gear.
Double Reduction gear:- This type of gearing is used commonly with turbines whose speeds
are high and can be achieved required reduction ratio for slow propeller speeds. The
reduction ratio is in the region of 66:1.
A typical double reduction gear arranged is shown in figure.
Further study on gears is given separately.

MARINE TURBINE INSTALLATION AND ITS AUXILIARIES

The turbines in the steam ships in operation were replaced by marine diesel main
engines. However there has been a recent innovation whereby the steam turbine has been
resurrected, the steam being raised by other means than fossil fuelled boilers. The engine
room layout of these types ships may well be different, but the same steam supply and
exhaust principles will apply.

The engine room layout is shown the auxiliaries in their approximate locations and
has numbered them in the sketch.

1. Deaerater:

Located at the top of the engine room, this is a vertical, cylindrical steel pressure
vessel into which the condensate from the condenser hot-well is pumped. The condensate is
sprayed into the vessel over heated coils and the oxygen and any other gasses are expelled. It
removes the gasses from the condensate to prevent them entering the boiler feed system,
where they would corrode the internal surfaces of the boiler water tubes.

2. Lube oil header tank:

This tank feeds the lube oil system by gravity. It is supplied by the lube oil pump,
drawing the oil from the lube oil tank located under the bottom plates. This tank can either
supply the whole system or just be used for emergency feed in the event of a blackout or loss
of a lube oil pump, in which case it will supply the main turbine bearings with oil until the
turbine stops rotating.

3. Control platform:

Here the main controls for the turbine are located; Ahead, Astern and Guardian steam
valves, boiler oil burners controls normally used to control steam pressure when
maneuvering. On the control panel itself are the usual selection of pressure and temperature
gauges, with the two most prominent being the engine rev-counter and the condenser vacuum
gauge.

4. Air ejectors:

These are used to produce a vacuum in the condenser by ejecting the air by feeding
high pressure steam through a venturi type device; the steam exhausts to an auxiliary
condenser.

5. Double reduction gearbox:

Both the HP and LP turbine output shafts are coupled to the gearbox. This reduces the
revolutions from several thousand to the output speed of the propeller shaft normally about
100 RPM. The gearbox bearings and gears are spray lubricated separately from a pump run
off the turbine. The oil returns to the main tank with any metal particles being picked up by
the magnetic lube oil filters.

6. Thrust block:

The thrust block is located where the main propeller drive exits the gearbox and
transfers the propeller thrust through the hold down bolts into the ships plates.

7. Propeller shaft bearings:

Also known as tunnel bearings, these are white metal bearings that take the load of
the prop shaft ensuring even running. They are lubricated by ring feed, i.e. the bottom of the
ring is immersed in the oil bath and rotates with the shaft thus transferring the oil from the
ring to the bearing.

8. Stern gland:

The stern gland prevents ingress of seawater to the shaft tunnel. It is packed in a
particular manner whereby the packing strips (oil and graphite impregnated) are cut to fit
precisely around the shaft and between the shaft and the stuffing box. The packing strips are
mitered at 45° at the ends inserted to the stuffing box using a hammer and a dog-leg piece of
wood and staggering the ends as per the clock i.e. 3, 6, 9 and 12.

Once the gland is fully packed, the gland ring is refitted over the studs and again tightened as
per clock. It is always best when stripping out an old gland to use a special tool resembling a
large corkscrew and to count the number of packing strips removed, so you know how many
are required to repack it.

9. Lube oil cooler:

The lube oil pump circulates the oil around the various components, then through the
lube oil cooler that is used to cool the oil, helping to keep the lubricated components cool. It
is supplied with seawater from the shipside valve which is pumped through the cooler by the
lube oil seawater circulating pump.

10. Main condenser and hot well:

Probably the most important of the auxiliaries, it draws the steam by vacuum from the
last few stages of the LP turbine and condenses this to condensate that passes onto the hot
well. Both the condenser and the hot well are located under the bottom plates.

11. Condensate Pump:

This pump draws the condensate from the hot well and discharges it to the de-aerator
tank. The gas-free condensate then drops from the DA to the condensate feed tank under the
bottom plates.

12. Boiler feed pump:

Usually steam driven, this pump draws condensate from the condensate tank and
discharges the condensate at high pressure through the economizer where hot exhaust gasses
from boiler heat the condensate. This condensate then enters the boiler water drum via a feed
regulating valve (which controls the water level in the ater drum).

13. Lube oil centrifuge:

 The centrifuge system is located just above the lube oil tank, from which it draws the
lube oil through a heater. The oil is purified by centrifugal motion and any water or
impurities expelled and the purified oil being returned to the lube oil tank. The centrifuge is
normally on line permanently, except when being cleaned, when the standby one takes over.

14. Lube oil filters:

There are two sets of these, one on the suction side of the lube oil pump and one on
the discharge. The suction filters are really a set of magnetic screens, which pick up any bits
of ferrous metal in the oil. The discharge set are duplex filters, also magnetic and a strict
maintenance procedure is required to keep both sets clean and working efficiently

15. Lube oil pump:

In the gravity supply system, the pump draws the oil from the lube oil tank through a
set of screens and discharges the oil through the lube oil cooler to the header tank. In a
pressurized system the oil follows the same route, supplying the main turbines and gearbox,
there being an orifice plate in the discharge line which bleeds of oil up to the header tank.

16. Seawater circulating pump:

This supplies seawater from the shipside valve to the main and auxiliary condensers.

17. Sea water evaporators:

These are used to produce distilled water from seawater. This distilled water is stored
in tanks and is used for boiler feed make-up. The evaporator consists of a vessel which is
under a vacuum and is filled with seawater covering a set of coils. High pressure de-
superheated steam passes through the coils causing the seawater to boil and evaporate to
steam. This steam then rises into an integral condenser where it condenses to distilled water.
This is pumped to the distilled water tanks. Periodic cleaning of salt from the outside of the
steam coils is essential to maintain the efficiency of the evaporator.

18. Lube oil tank:

This is actually the main engine sump into which the lubricating oil drains. It is
pumped from here to the header tank through a series of filters and a cooler.

19. Condensate make up tank:

This tank contains the condensate returned from the DA and the feed pump draws the
condensate from here

20. Economizer:

The exhaust gases from the boiler furnaces heat the condensate before entering the
boiler water drum.
AUXILIARIES (STEAM DRIVEN):- Ships use large steam turbines for producing
electricity by directly coupling to generators. Many cargo pumps of centrifugal gear and
screw pumps are also used for discharging.
Cargo high capacity bilge pumps are also run by steam turbines.
In these cases the turbines are designed with one Curtis wheel (velocity compounded impulse
wheel) to absorb the initial high pressure followed by stages of impulse wheels.
The turbines installation system will also have following system associated with it:-

● The boiler and its accessories

● Feed water system

● Fuel oil system to boilers

● Steam supply system

● Lube oil system

A typical feed system (closed feed system) is given in figure

A fuel oil system is given in figure 4.15
A steam supply system is given in figure
A lube oil system for turbine is given in figure 4.36 & 4.37
Feed Heater:- The method utilized for heating depends vary on the plant design. As much
heating as possible up to about 104 C, is achieved before the feed pumps by utilization of live
drains and exhaust steam. The degree of heating the feed pump discharge water depends on
the final temp.desired at the boiler.
In general not more than three stages of feed heating would be utilized i.e. two heaters and
boiler economizer in marine practice.
The Advantages of feed heating are:-

● Improved thermal efficiency

● Latent heat utilization

● Assists de-aeration

● Prevent high temperature differentials at boilers

Air Ejector: -Air ejector draws out the air and vapor which are released from the condensing
steam in the condenser.
If the air were not removed from the system it could cause corrosion problems in the boiler.
Also air present in the condenser would affect the condensing process and cause a back
pressure in the condenser. A back pressure would increase the exhaust steam pressure and
reduce the thermal efficiency of the plant.
De-aerator:- The de-aerator completes the air and vapor removal process began in the
condenser by air ejector. It also function as a feed heater, but in case operates by direct
contact. The feed water is heated almost to the point of boiler, which releases to all
distributed gases which can then be vented off.
Feed Pump:- The feed pumps raises the feed water to a pressure high enough for it to enter
the boiler.
For auxiliary boilers, where small amount feed water is pumped, a steam driven reciprocating
positive displacement pump is used.
For high pressure boilers, multi-stage centrifugal pump with constant speed electric motor
driven is used. Number of stages will be decided by the quantity and pressure required.
A steam turbine driven feed pumps are used high pressure water tube boiler installations.

UNIT -3
2-MARKS

1. Explain multi cylinder reciprocating engine?

2. What is the function of a slide valve in a steam engine?

3. List the advantages of multi-cylinder engine over single cylinder engine?

4. Define a steam engine?

5. What is impulse turbine?

6. What is reaction turbine?

7. What do you understand by compounding of steam turbine? What is Curtis wheel?

8. Name the different methods of compounding steam turbine?

9. List the various systems of steam propulsion installation?

10. List the advantage of feed heating?

11. Explain De-airator?

12. What is the function of air ejector?

13. What is turbine shaft gland?

14. Name the type of gland?

15. Explain diaphragm of steam turbine?

16. What is main bearing of a steam turbine?

17. What is thrust bearing?

18. What is gear bearing?

19. Explain astern turbine?

20. Explain steam nozzles in turbine?

16MARKS

1. (i) Explain the working of a simple reciprocating engine? (8)

(ii) What is triple expansion reciprocating engine? (8)

2. (i) What is the principle of turbine propulsion? (8)

(ii) List the advantage and disadvantage of reciprocating engine and steam turbine? (8)
3. Explain with the neat diagram, pressure/velocity compounding of steam turbine? (16)
4. With the help of sketch explain the general lay out of steam turbine installation? (16)
5. Draw the sketch of closed feed system of a steam installation and function of feed heater,
de-airator ,feed pump? (16)
6. (i) Explain turbine rotor? (8)
(ii)Explain turbine blades? (8)
7. (i) List out the causes of steam turbine vibration? (8)
(ii) Name the purpose of turbine shaft glands? And explain the labrinth gland in detail? (8)
8. Write short note on :
(i) Turbine main bearing. (8)
(ii) Thrust bearing. (8)