Marine Diesel Engine

System
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• Course Learning Objective: Describe the,
basic requirement and design features of
marine engine piping system

Specific Learning Objectives:

State the essential parameters and operation of fuel oil,

lubricating oil system, piston cooling system, jacket
cooling system, sea water cooling system and their
respective inlet and outlet operating condition
 Fuel Oil System
 The fuel oil system is the heart of marine diesel
engine
 System design depends on type of fuel that
require balance of the following:
o Reduced space and weight
o Increased reliability
o Lower wear part
o Good cold starting capability
o Increased safety in fuel handling and safety
 Fuel characteristics and engine
performance
 Cetane number-> measure of ignition quality of
fuel -> cold starting warm-up, combustion
roughness, deposited under idle and light load
operation and exhaust smoke density
 Heating value-> express in HP- Hr -> depends on
properties such volatility, viscosity, gravity,
ignition quality
 Viscosity -> min (power loss from injector pump
and leakage), max( engine design, size, and
characteristics of injection)
 Sulphur ->wears and deposit problem-> maintain
jacket water at 140 F to minimize effect
 Flash point->safety and precaution handling and
storage-> legal implication-> mostly at 140F
 Pour point -> lowest temperature requirement- >
depend on certain number
Fuel Selection Consideration
 Specify by owner or ship designer
 Fuel price and availability
 Maintenance consideration
 Engine size and design
 Speed and load range
 Frequency of speed and load range
 Ambient temperature
 Fuel types
- Heavy fuel -> mostly continuous operation
- Diesel oil -> maneuvering

ASTM 1D-volatile distillate for high speed engine- flashpoint of

140F
ASTM 2D-Distilate fuel oil of lower volatile – flash point of 140F
ASTM 4D-FUEL OIL FOR LOW AND MEDIUM SPEED ENGINE
MIL-F-16884-Marine diesel fuel for military application- similar
to 2D
MIL-T-5524-Marine turbine fuel for military application- similar
to 1D
JP 5 – expensive, use one grade of distillate in tankers.
MIL-F- cannot be use for marine application
Fuel oil System
 Fuel Oil System
 Parts-> Fuel supply & Fuel injection
 Fuel journey starts from double bottom tank
(storage) -> settling tank (+heating)->
centrifuge (cleaning) ->daily tank (ready for
engine use).
 Daily service tank -> 3 way valves -> mixing
tank
 Booster pump -> heaters (heat engine before
starting) ->viscosity regulator (control fuel oil
temperature) ->engine driven fuel pumps
->fuel injector (@high pressure)
 System Auxiliaries
 Flow meter- to indicate fuel consumption
 Pressure regulating valve- ensure constant
pressure supply to fuel pump
 Mixing tank – for recalculation, buffer or
reservoir tank when daily oil tank is empty
preheating arrangement (heat engine
before starting)
 Low level alarms
 Remotely operated outlet valve – which
can be closed in the event of fire.
 Fuel Injector
 To provide right amount of fuel at the right
time, and suitable condition for the combustion
process
 This necessitate measure/timing arrangement
for fuel delivery and atomization.
 Injection is achieved by location o the cam on
the cam shaft
 Camshaft rotate at speed of engine for 4 stroke
and half stroke for 2 stroke engine
 Two types of system- both operate on
mechanical and hydraulic operation
- Jerk pump and common rail-> separate injector
for each cylinder
-Common rail has high pressure multiple plunger
fuel pump
Imagine
the ideal
device
Lubricating System
 USE OF LUBRICATION OIL

 To reduce friction and wear – keep metal surface

clean by carrying away possible deposits
 To providing a seal to keep out dirt
 Carrying heat generated away in bearing and gear
etc – to prevent overheating, seizure and breakdown
 By added a proper amount of additives ( chemical
compound) on it – improved protection to
machineries and life of oil itself

** It is important for marine technology to be familiar

with LO oil in making design regarding engine
selection
 LO
 LO are classified by:
-Viscosity -> temperature dependent
-Severity of operating conditions - > sulfur,
carbon, fluctuating load, frequent starts
and stop
 Most common LO is given by SAE numbers

-SAE 30 or 40 – medium and high speed

engines
SAE 5W OR 10W – small boat, cold weather
 LO Additive
 Anti-oxidant – reduces oxidation rate – sludge when hot
 Corrosion inhibitor – alkaline additive – neutralise acidity
 Detergents – Keep metal surface clean
 Dispersants – prevent small particles forming large one
 Pour point depressant – keep low temperature or crystals
layer
 Anti-foaming – prevent foaming – jam
 Viscosity index improver – maintain viscosity as near
constant in variable temperature
 Oiliness and extreme pressure – reduce friction and wear
 Emulsifying and demulsifying agent
 LUBRICATION OIL SYSTEM

Lubrication Oil System CYLINDER LUBRICATING

OIL SERVICE TANK

TEMPERATURE
CYLINDER CONTROL VALVE
LUB RICATION
BOXES
SEA WATER OUTLET

CROSSHEAD & P ISTON LUB

DISTRIB UTION OIL
M A NIFOLD COOLER

MAIN SEA WATER INLET

DIESEL
ENGINE
FINE FILTERS
M AIN BEAR ING & CRA NKP IN
DISTRIBUTION M ANIFOLD
LUB OIL PUMPS
STRAINERS DRY SUMP TANK MAGNETIC FILTERS

STEAM LUBRICATING OIL

HEATING COLLECTING TANK
LUB OIL PURIFIER
HEATER
 System start journey from bottom of crankcase
sump or drain tank -> pump -> strainer ->
cooler -> engine and distributed to engine parts
 Branch pipe inside engine feed:
-main bearing – drilled passage in crankshaft to the
bottom end bearing – then up a drilled passage
in the collecting rod to the gudgeon pin or cross
head bearing
 After use , oil flow back to the sump or drain tank
for reuse
 System auxiliary
 Alarm- ensure that adequate pressure is maintained by the
pump
 Pump and pipe filters are duplicated for standby purpose
 gauge level- local reading out
 Centrifuge – cleaning
 Oil cooler- by low pressure sea water supply at lower pressure
- at leakage there is loss of oil and no mixing of oil and water
 Oil cooled piston must be supply at high pressure (booster
pump) and right quantity( to prevent carbon deposit)- i.e sulzer
 Cylinder lubrication- provided for large slow speed diesel
engine for cylinder liner and piston
- unrecoverable
-provide gas seal and contain additive that clean the cylinder
 LO Transportation
LO transport starts from :
 Sump (storage) -> strainer -> pumps
->filters -> cooler -> engine distribution)
 Distribution – main bearing -> drilled
passage in crankshaft -> bottom end
bearing->up drilling passage to the
connecting rod->gudgeon pin or cross head
bearing
 After use the LO drain back to the tank for
reuse
 Fittings:
 Alarm (adequate supply of LO
 Pumps and filters (duplicate arrangement for standby purpose)
 Level gauge (local read out of the drain tank level)
 Centrifuge (cleaning of oil)
 Oil cooler (circulated sea water @low pressure)
 Oil cooled system supplied by booster pump @high pressure
 Cylinder lubrication – for large slow speed diesel engine ->
special types of oil that independently inject oil between each
cylinder and piston -> it also help to form gas seal and
additive for liner cleaning.
Cooling System
 Cooling System
 A diesel engine works on the principle of internal
combustion of fuel oil. The pistons of the engine
are driven by the controlled explosion of the fuel-
air mixture, and corresponding rapid increase in
pressure inside the cylinders.
 A marine diesel engine is designed for non-stop
operation.
 From the time the ship departs from a port until it
reaches another port, the main engine has to run.
This could last several months.
 The heat from the combustion of fuel have to be
taken away continuously otherwise the metal
components will become damaged.
 The material properties of the engine parts can
change when it reaches high temperatures
->Thermal stress can occur leading to cracks,
deformation and weaknesses in the material.
 Cooling System
 Continuous cooling of the engine is necessary. The
temperatures have to be maintained at an optimum
level.
 They must not be too hot or too cold. The normal
engine jacket outlet temperature is usually
maintained at about 68 to 70 degree Centigrade, the
piston cooling outlet temperature about 55 degree
Centigrade.
 The lubrication oil temperature is maintained to about
40 degree Centigrade. The temperatures are
maintained as steady as possible.
 The control systems are designed so that fluctuations
in temperatures can be measured and controlled
easily.
 Huge fluctuations in temperatures not only cause
undue thermal stress, but also can cause the rubber
seals to leak.
 Main Diesel Engine System
 Themain diesel engine cooling
systems consists of the following:

 Jacket Cooling Water System

 Piston Cooling Water System
 Lubrication Oil Cooling System
 Fuel Valve Cooling Water System
 Jacket Cooling Water System
 Water is pump via one of two centrifugal pumps. One is
normally in use with the other stand-by. The water passes
through to the distributing manifold on the engine side.

 Jacket Water Heater In the line is a steam jacket water

heater. When the engine is shut down steam heating
maintains the engine in a state of readiness reducing the time
needed for starting. Attempting to start the engine without
heating can lead to poor combustion, poor lubrication and
thermal shocking.

 The water enters and leaves the engine via a series of

cylinder isolating valves. In this way each cylinder may be
individually drained to prevent excessive water and chemical
loss.

 In addition dual level drains may be fitted which allow either

full draining or draining of the head only. A portion of the
water is diverted for cooling of the turbocharger.
Jacket Water Cooling
System
 Jacket Water Cooling System
 Deaerator Was an essential part of engines incorporating water
cooled pistons-> In the event of gas leakage via the head or
cracked liner rapid loss of jacket water pressure can occur. The
deaerator is a method to try to slow this process sufficiently to
allow the vessel to be placed in a safe position for maintenance.

 Jacket Water Cooler The hot water leaving the engine passes to
a temperature control valve were a portion is diverted to a cooler.
Temperature is controlled using both a feedback signal
(temperature measured after the cooler) and a feed forward signal
(temperature measured at outlet from the engine). In this way the
system reacts more quickly to engine load variations.

 Evaporator Increases plant efficiency by utilizing heat in jacket
water to produce fresh water.

 Expansion or header tanker Maintains a constant head on the

circulation pumps reducing cavitations at elevated temperatures.
Allows the volume of water in the system to vary without need for
dumping. Acts as a reserve in the event of leakage.
Fresh Water Cooling System
FRESH WATER SYSTEM
EXPANSION / HEADER TANK

TURBOCHARGER S/W OUT

TO & F ROM
DIESEL GENERA TOR
J ACKET
WATER
COOLER

J KT. WATER COOLING P /P S

CYLINDER BLOCK S/W IN
& CYLINDER HEAD
DISTRIB UTION M A NIFOLD

HEATER S/W OUT

P ISTONS
MAIN DISTRIBUTION M ANIFOLD P ITON
DIESEL WA TER
ENGINE P ISTON WATER COOLING P /P S COOLER

COLLEC TION M ANIFOLD S/W IN

F ROM P ISTON

P ISTON DRA IN TA NK
 Piston Cooling Water
System
 The piston crown is subjected to intense heat from
the combustion of fuel oil. Because the piston
moves up and down in a reciprocating manner,
some means of supplying the water to the internal
compartments of the piston must be available.
 Some engines use telescopic and stand pipe
arrangements to supply water for cooling the piston
crowns. Others may use the lubrication oil as a
coolant although the cooling effect is not as good.
 The water, after passing through the piston
compartments is allowed to flow out to a collection
tank outside the engine.
 If the engine uses oil for cooling, then the latter is
allowed to drop into the engine oil sump tank.
 Lubrication Oil Cooling
System
 The lubrication oil, after lubricating the moving parts of the
bearings will finally drop down to the sump tank of the engine.

 From the sump tank, the oil is pumped to the oil cooler for
cooling. The controller will ensure that the oil becomes cooled to
the required temperatures.

 Depending on the engine, there may also be a turbocharger

cooling oil system that uses its own cooling system. (The oil is
different from the main engine, so it must not mix)

 There will also be a cylinder lubrication system that injects small

quantities of oil into the cylinder liners. This is for lubricating the
rubbing surfaces between the piston rings and the cylinder
liner. The oil is not circulated, so there is no necessity for
cooling.
 Fuel Valve Cooling Water

System
Although this system is small, it is nevertheless important for the
engine. The fuel valve, or injector is the component from where
fuel is injected through nozzles. This component of the engine is
subjected to intense heat of the combustion and needs to be
cooled. Passages are drilled into the nozzles to enable water to be
circulated within the nozzle. The water is maintained at 92 degree
Centigrade so as not to flash into steam.
 Because of the close loop, this cooling system also has an
expansion tank.
 There are other cooling systems other than those for the main
engine. There will be another set of Jacket Cooling Water System
for the Electrical Generator Sets. Many of the smaller engines
have built in cooling systems for lubrication oil, and others. Other
auxiliary systems like air conditioning, refrigeration, steering gear,
etc. use their own cooling systems.
 Usually, the cooling medium is seawater. The above systems have
very close control limits. Automatic control systems are installed
so that the temperatures can be maintained in a close range.
Some cooling requirements are not so stringent. These can be
controlled manually. A very good example is the air intake cooler.
 For good temperature control, the seawater can also be circulated
within the engine room piping to maintain the heat. This is useful
during wintertime in freezing conditions.
 SEA WATER COOLING SYSTEM

Sea Water Cooling System

TURBOCHARGER

J A CKET
FRESH
WATER
COOLER

CHA RGE
AIR C OOLER

MAIN PISTON LUB OIL

DIESEL WATER COOLER
ENGINE COOLER

SEA WATER
COOLING
P UM P S
FILTER FILTER SEA C HEST
SEA CHEST
 Scale and deposit
formation
 In areas of deposit formation, dissolved solids,
specifically Calcium and magnesium hardness
constituents can precipitate from cooling water as
the temperature increases.
 Deposits accumulate on the heat transfer surfaces
as sulphates and carbonates, the magnitude of
which is dependent on the water hardness, the
dissolved solid content, local temperatures and
local flow characteristics. Temperature solubility
curves for CaSO4
 Scale and deposit
formation

cales can reduce heat transfer rates and lead to loss of mechanical strength of
omponent parts, this can be exacerbated by the presence of oils and metal oxid
 Scale and Deposit
Formation
Calcium Carbonate - Appears as a pale cream, yellow deposit formed
by the thermal decomposition of calcium bi-carbonate
 Ca(HCO3)2 + Heat becomes CaCO3 + H2O + CO2

Magnesium Silicate - A rough textured off white deposit found where
sufficient amounts of Magnesium are present in conjunction with
adequate amounts of silicate ions with a deficiency of OH alkalinity
 Mg2+ + OH- becomes MgOH+
 H2SiO3 becomes H+ + HSiO3-
 MgOH+ + HSiO3- becomes MgSiO3 + H2SO4

Silicate deposit is a particular problem for systems which utilize silicate

additives for corrosion protection. This is typical of systems with
aluminum metal in the cooling system -> The silicate forms a
protective barrier on the metal surface. A high pH (9.5 - 10.5) is
required to keep the silicate in solution. In the event of sea water
contamination or some other mechanism that reduces the pH
silicate is rapidly precipitated and gross fouling can occur.
Copper - The presence of copper within a cooling system is very
serious as it can lead to aggressive corrosion through galvanic
action. Specific corrosion inhibitors are contained with cooling water
system corrosion inhibitors.
Air Starting System
 Air Starting System
 Compressed air from air compressor is stored in air bottle
before supply to the cylinder at appropriate sequence
 The compressed air is supplied to air receiver
 The compressed air is supplied through large bore pipe to
a remotely automatic operated non return valve -> then to
cylinder air starting valve
 The cylinder air starting valve which is operated by engine
air starting lever and camshaft admit air into the cylinder
 The pilot air system control the opening of the cylinder
valve and remote operating valve
 Pilot air is also supplied to air distributor
 Up to 12 starts are possible
 The cylinder air starting valve is held closed by spring when
not in use
 Starting air system has interlock to present starting if
everything is not in order.
 STARTING AIR SYSTEM

Air Starting System

STA RTING A IR VA LVES

P ILOT
VA LVE

A IR B OTTLE
No 1 OR No 2

RESERVOIR

MAIN
DIESEL A IR DISTR IB UTOR
ENGINE

M A IN A IR No 1 No 2

COM P R ESSORS
 Fittings
In order to reduce effect of explosion the
following are fitted to the air starting system:
-Flame traps
-Relief valve
-Non return automatic valves
 High temperature alarm against loss of
cooling water in air compressor
 Maintenance and draining of pipeline again
LO leakage
 Control and safety devices
 Governor
 Cylinder relieve valve- operate at excess of 10 to 20 %
 Crankcase oil mist detector – Photocell detector
 Explosion relieve valve
 Alarm and automatic shut down -> usually for low lub. Oil
pressure, high jacket water temperature, high rpm (excess
of 115 for ABS)
 Coupling , clutches and gearbox
 Crank case explosion - Build strong crank case or load the
cover with spring that permit excess air out of the crankcase

Other systems:
 Waste heat utilization system
 Intake and exhaust gas system
 Installation items
 Instruments
1. Pressure gages: 2. Thermometers:
 Freshwater pump dischage Lubricating oil from engine
 Seawater pump discharge Fresh water from engne
 Lubricating oil pump discharge Fuel temperature to the engine
 Lubricating oil pressure at wen heated heavy fuel oil are
engine inlet used
 Piston cooling oil pump
discharge(if used) 3. Tachometer
 Fuel oil pump discharge
 Fuel oil pressure at injection
pump inlet 4. Exhaust gas pyrometer
indicator
 Scavenging or supercharging
pressure
 Starting pressure at engine
lubricating oil at turbocharger
or blower
 Crankcase pressure or vacuum
Other systems
 Summary
 Diesel
engine systems and other
system i.e fuel Valve cooling,
Cylinder LO etc.,
QUESTIONS