Automation In Modern Marine Diesel

Engine Plants

 1. Remote Operation
 2. Fail Safe System and Alarms
 3. Governor and their Basic Function
 4. Constant Speed and Over Speed
Governor
 5. Constructional Details and Hunting of
Governors
This is very much required on modern
engines for the task of monitoring and
controlling parameters such as temps and
pressures. Using manual methods can be
repetitive and boring.
Accuracy depends on the intelligence and
experience of the operator. Human error is a
result of repetitive work and boredom.
Advancements in technology relieved the
human operator of these repetitive tasks.
Development of automated Control
arrangements for the engine room plant
enabled unattended operation of machinery
spaces.
The modern trend is towards a centralized control
room, using a totally integrated system for all
aspects of ship operation, including engineering,
cargo work, navigation and general administration.
Remote operations of Diesel Engines facilitates the
maneuvering of the engine from a control station
remote from the engine. Also to obtain a full
control to start/stop all machineries from a
centralized control room.
A control system is an arrangement of elements or
devices, such as sensors, amplifiers, converters,
actuators, human operators and so on.
 Fail Safe System

 If a machinery goes in to abnormal working

condition either it should be shut down or slowed
down or it may continue working by giving a visual
indication or alarm or both provided it is still safe to
operate for a shorter duration.
 For example if the control air supply to a boiler fuel
regulating valve is stopped due to pipe breakage or
blockage, the fuel regulating valve would be closed
by the spring force preventing un-regulated oil flow
to the boiler burner and possible dangerous
condition arising.
 Hence “Fail safe” position for the boiler
fuel regulating valve is “shut”.
 Slowdown of engine for Higher Jacket
cooling water temperature, sounding of
alarm.
 Stopping of engine when Main lube
pressure falls below a certain limit etc
 Control oil pressure in a hydraulic
Governor fail Fuel shuts down and engine
stops.
 Fail Safe position for CPP is open to
argument.
 CONTROL DEVICES IN A
DIESEL ENGINE

In this section of the chapter, we will

discuss the methods and the devices that
serve to control the output of the injection
pumps to injectors. By controlling the output
of the fuel injection system, these devices
ensure control of engine operation.
It is impossible for even the most skilled
human operator to do this job effectively
and efficiently. This is almost, invariably
arranged to be controlled automatically a
device known as Governor.
The use of Governors is not limited to
marine diesel engines only.
A Governor is a device that controls the
engine speed or output automatically and
far better than hand control.
 Type of Governors
 1. Constant Speed Governor
 2. Variable speed Governor
 3. Speed Limiting Governor
 4. Load Limiting Governor
 5. Electric Load Sensing Governor
 6. Over Speed Governor…Etc
How many types of governors are there ?

… Constant Speed Governor

maintains the engine speed at a

single set value, from ‘no-load’ to
‘full-load’ conditions...
 Variable Speed Governor

… maintains the engine at any set

value, from ‘no-load’ to ‘full-load’
conditions...
 Speed Limiting Governor

… does not control the speed but

checks that the engine does not
exceed the set value...
 Load Limiting Governor

… limits the load applied to the

engine at any given speed,
thereby preventing overloading...
 Electric Load Sensing Governor

… senses the electrical load

directly and quickly adjust the
fuel...
Speed Governor:
The first step in governor function, in all speed
governors, is the measurement of Speed.
The second step is the transfer of the indication of
the speed measuring device into a movement of
the governor terminal or output shaft.
This shaft connects to the control rod of the fuel
injection system.

How Speed is measured?

Practically all the diesel engine and gas engine
governor measures the speed by a pair of
flyweight or centrifugal ball heads.
 Governor

… there are basically 2 types of

governors…
1. Mechanical governor
2. Hydraulic governor
1. Mechanical governor:

Flyweight balls through mechanical linkages

directly operate Control mechanism, which
regulates the fuel supply.

2. Hydraulic Governor:

Here flyweights actuate a relay or a supply of

external power-generally oil under pressure.
 Mechanical Governor

18
 Mechanical Governor
SPEEDER
SPRING

FLY WEIGHTS

BALL ARM

DRIVE SHAFT
GEAR

DRIVE SHAFT CONNECTED TO FUEL

FROM ENGINE PUMP TO INCREASE OR
REDUCE FUEL
The engine through gears rotates a pair of
flyweights located on opposite sides of a shaft.
Rotating weights provided a centrifugal force.
This force is opposed and balanced by a spring
called a speeder spring.
When the forces are in equilibrium the ball arms
are vertical. If the speed increases the
centrifugal force increases and the weights
move out.
The reverse action takes place if the speed falls.
Thus for a given speed the flyweights will take a
definite position at which the spring force
balance the centrifugal force.
Operating of the Throttle.

Throttle means fuel control mechanism of the

engine.
It has already been mentioned that governors
used in diesel engine function by controlling the
amount fuel admitted into engine cylinders.
It is the centrifugal force discussed is made use of
in adjusting the throttle directly or indirectly.
 Mechanical Governor
SPEEDER
SPRING

FLY WEIGHTS

BALL ARM

DRIVE SHAFT
GEAR

DRIVE SHAFT CONNECTED TO FUEL

FROM ENGINE PUMP TO INCREASE OR
REDUCE FUEL
 Elementary Mechanical
Governor:
Load Increase:

An increase of load on the engine decreases its

speed and s a result the ball areas move inward.
Centrifugal force of the flyweights becomes less.
Unbalanced force Of the speeder spring pushes
the speeder rod down, which in turn causes the
fuel valve to increase fuel supply.

Engine speed picks up, but does not reach

original speed because if it did, the throttle
would not be open wide enough to supply
increased fuel.
Load Decrease:

As load is dropped engine speed increases. Corresponding

higher ball arm speed increases the centrifugal force.
Speeder spring is pushed up to reach a new balance.
Resulting upward movement of speeder rod reduces the
fuel supply to match the reduced load.
Engine speed drops but not to the former load speed
because it is mechanically impossible to maintain
reduced throttle with the flyweights back in original
position.
It becomes evident from the foregoing governor actions
that the engine runs at different speeds at different load
i.e., the governor is incapable of maintaining steady
speed regardless of load. However, for many types of
service where speed drop is not crucial, this governor
would be quite satisfactory.
Mechanical Governor

GOVERNOR
IN
EQUILIBRIUM
Mechanical Governor

GOVERNOR
IN
EQUILIBRIUM
Mechanical Governor
LOAD INCREASE

INCREASE FUEL
Mechanical Governor

GOVERNOR
IN
EQUILIBRIUM
Mechanical Governor
LOAD DECREASE

REDUCE FUEL
Advantages of Mechanical Governor:
1. Inexpensive.
2. Satisfactory where speed changes are
acceptable.
3. Simple with few parts.

Disadvantages:

1. Large dead band.

2. Power is relatively small for size.
3. Cannot provide constant speed.
Hydraulic Governor:
In Hydraulic Governor a hydraulic power piston of
“Servo Motor” accomplishes the positioning of
the throttle.

Speed measuring device is attached to a “Pilot

Valve”, which controls the flow of pressure fluid,
usually oil.

It is this fluid under pressure, that causes the

movement of piston attached to the throttle
mechanism.
Governor Actions: Increase in Load:-

Engine speed falls and flyweights move

closer the axis.
Pilot valve moves down and pressure oil
moves the power piston up increasing fuel
supply.
Engine speed increases and as it reaches
original speed the “Pilot Valve” is
centered.
But the engine speed goes beyond the
original speed because delay in response
and consequent over positioning of the
throttle.
Decrease in Load:

Engine speed rises and flyweight moves out

and pilot valve up, releasing the pressure
under the power piston.
The spring force on top of the piston forces
it down and the throttle is repositioned to
decrease the fuel supply.
But again as the pilot valve is centered the
engine speed continues to fall and reaches
below the original speed for the same
reason mentioned earlier.
Elementary Hydraulic Governor

CONNECTED TO FUEL
PUMP TO INCREASE OR
REDUCE FUEL
Elementary Hydraulic Governor
LOAD INCREASE

INCREASE FUEL
Elementary Hydraulic Governor

EQULIBRIUM
Elementary Hydraulic Governor
LOAD DECREASE

REDUCE FUEL
Elementary Hydraulic Governor

EQULIBRIUM
Thus the hydraulic governor is in an unstable
position.
It keeps on making corrective action.
This instability of the governor is also known as
“Hunting”.

The cause of this hunting is unavoidable time lag

between the moment the governor acts and the
moment the engine responds.
Simple Governors, as above, suffer from defects
for, which they are not suitable for very many
services.
To meet various requirements of actual services
these governors are modified.
Some important terms associated with governors
...
 Speed Regulation

… is the change in the engine’s

sustained or final speed when the load
is changed from zero to full or vice-
versa, without adjusting the governor

(No load speed) - (Full load speed)

% speed
regulation =
(Full load speed)
 Speed regulation determines how two or
more engines connected to the same load,
will share any change in load
 Speed Droop

… is the change in governor rotating

speed, which causes the governor’s
output shaft to move from full open to
full close throttle position or vice-versa
A Governor must have speed droop to
prevent over correction. Speed droop can
be temporary or permanent.
 Isochronous Governor

… maintains the engine speed constant

irrespective of load changes (i.e. from no-
load to full-load)
Speed droop of such governor is
temporary and speed regulation zero
percent.
 Hunting

… is the repeated and rhythmic

speed fluctuation due to over control
of the governor
 Stability

… is the governor’s ability to

maintain speed with either constant
or varying loads without hunting
 Deadband

… is the change in speed required

before the governor reacts.
… sometimes referred to as sensitivity
of a governor
 Promptness

… is the speed at which the governor

reacts and depends on its power.
Greater the power shorter the time
required to overcome the resistance.
 Work Capacity

… is the power of the governor as

shown by the work it can do at its
output shaft
Work capacity = Average Force (N) x
Distance (M) through which the terminal
lever moves.
 Corrective Action

… is initiated by the change in

engine speed. i.e. smaller the dead-band
sooner the governor will commence the
corrective action after the speed begin to change
Advantages of Hydraulic Governor:
1. More sensitive.
2. Greater power to move throttle.
3. Can be made to maintain constant speed
(Isochronous) for all loads.
Disadvantages:
1. Expensive.
2. Simple hydraulic governors are unstable.
3. More parts compared to mechanical
Governors.
Elementary Hydraulic Governor
WITH SPEED DROOP LEVER

SPEED DROOP
LEVER
Modified Hydraulic governor

When used for alternating current power generations

a diesel engine is normally fitted with a hydraulic
governor.
This incorporates a centrifugal speed sensing device
(spring loaded flyweights) controlling a suitably
damped oil operated servo-cylinder through a pilot
valve.
The governor has adjustable speed droop and load
limit controls.
A split field, electric motor-operated speeder gear to
facilitate remote alteration of engine speed setting
from the switchboard is incorporated. This alters
the spring pressure usually through a screwed rod.
The Woodward hydraulic governor (Figure 7.11) is
briefly described as an example of a commonly
fitted type.
This has a gear pump driven from the engine
camshaft to supply the hydraulic oil first to
accumulator pistons, under which is a bypass, to
regulate maximum pressure.
One branch supplies oil which acts on top of the
power piston.
The pressure from this supply tends to:
turn the terminal shaft to shut off fuel.
The other branch supplies oil to the pilot valve
which is operated by the linkage from the
flyweights above.
Should the speed of the engine decrease due to
increased load the flyweights (Figure 7.11) will
move towards their centre of rotation and lower
the position of the pilot valve plunger, so that oil
is admitted via the pilot to the underside of the
power piston.
The pressure is now equal on the top and bottom
of the power piston. Because the area on the
bottom is much greater than the top the net
resultant force causes the piston to move
upwards, so increasing fuel to the engine as the
power lever turns the terminal shaft and fuel
rack to give later fuel cut-off.
As the power piston moves up, the actuating
compensating piston moves down.
Oil under this piston is now forced through to the
receiving compensating piston, raising the outer
end of the floating lever and closing the pilot
valve.
This stops excessive movement of the power
piston and fuel rack.
As the engine speeds up and the flyweights move
out towards their former position, the oil holding
the receiving compensating piston leaks through
the needle valve.
The two movements act on the floating lever
without moving the closed pilot valve.
A decrease in the load causes the engine speed to
rise so that the flyweights of the speed sensing
assembly move outwards, raising the pilot valve
through the floating lever.
This allows oil to escape from beneath the power piston, so
that the engine fuel setting is reduced.
As the power piston moves down, the actuating
compensating piston moves up causing the receiving
compensating Piston to move down, taking with it the
outer end of the floating lever and closing the pilot
valve.
This action again stops excessive movement of the power
piston and fuel rack.
As the engine speed drops, the flyweights move back in
towards their former position, while oil leaks through the
needle valve allowing the receiving compensating piston
to return towards its old position. Again, the two
movements act on the floating lever without moving the
closed pilot valve.
Advanced constant speed Governor Suppose load on the engine increases:
1. Speed falls; centrifugal force at
flyweights is reduced.
2. Pilot valve moves downward; admits
pressure oil to right hand side of
buffer piston, which moves to left.
3. This action transfers trapped oil to the
power cylinder, lifting up the power
piston, increasing the fuel supply.
4. The intermediate oil pressure acting
below the compensating land lifts the
pilot valve, closing the control port.
5. At this time, the power piston has
stopped at the fuel position for the
new load condition.
6. Oil leaking past the needle valve
equalizes the intermediate and trapped
oil pressures, thus centering the buffer
piston and equalizing pressures above
and below the compensating land.
7. At the same time, engine speed is
increasing and centrifugal force at the
flyweights increases until it is in
balance with the speeder spring force
(Equilibrium condition).
8. The engine now runs at normal speed,
with increased load and increased fuel
supply.
 Important Terms Pertaining to Governors
1. Speed Regulation: It is the change in steady speed of an engine when the load is changed from full
load to no load. This change is generally expressed as percentage of rated full load speed.
Speed Regulation = No load speed - full load speed x 100
Full load speed
Speed regulation determines how two or more engines connected to the same load, will share any
change in load.
2. Speed Droop: Change in Governor's rotational speed necessary to cause governor’s output shaft to
move through its full stroke i.e., full open throttle to full close throttle. A Governor must have speed
droop to prevent over correction. Speed droop can be temporary or permanent.
3. Hunting: Repeated or rhythmic variations of speed due to over correction.
4. Stability: Ability to maintain speed with either constant or varying load.
5. Dead Band (Also called sensitivity): The change in speed required before the governor can make any
corrective action.
6. Promptness: Gives an indication of the speed of Governor action. Depends on its power. Greater the
power shorter the time required to overcome the resistance.
7. Work Capacity: Denotes the power of the governor.
Work capacity = Average Force (N) x Distance (M) through which the terminal lever moves.
8. Isochronous Governor: Maintains engine speed constant. Speed droop of such governor is temporary
and speed regulation zero percent.
Relay Governor with Servo Mechanism

• The action of a relay governor is explained with

reference to diagram. The diagram is based on MAN
Governors fitted in auxiliary engines. The governor
consists of a pair of fly-weights B as speed sensing
elements. It is mounted on a carrier C at one end of a
bell crank lever. The other end of the lever is engaged
with the governor spindle A. To reduce friction, both
the bell crank levers with fly weights are pivoted on
ball races. The carrier with the fly weights is rotated
through gears D from engine shaft. The speed of
rotation of the governor shaft is magnified. The
entire transmission runs between ball bearings and is
amply lubricated. At the set speed the fly weights
are in equilibrium by the centrifugal force and the
spring force balancing each other. The
servomotor piston E is also balanced by the
lubricating oil pressure acting on the underside
of the servo piston and the zero admission
spring force SI tending to pull the linkages
towards the position of no admission. The hand
wheel is set to the required compression of the
spring assembly S2 corresponding to the desired
speed value.
Relay Governor with Servo Mechanism.
• If the speed is increased (load decreased), the deviation
from the set speed is sensed by the flyweights which
respond by moving outwards. But the bell crank levers push
the governor spindle. The movement of the spindle is
transmitted to the pilot valve F which is connected at one
end of the proportional lever L. The Pilot valve moves in and
opens the underside of the servo piston to drain. The servo
piston is momentarily unbalanced. The zero admission
spring force, being the predominant force, pulls the fuel
pump control shaft along with the servopiston towards no
admission. The servopiston continues to move till the ports
are closed by the control edge of the pilot valve. The
balance is restored again but at a position of reduced
admission.
• If there is a drop in speed (load increased) the pilot valve F
is moved in the reversed direction opening oil admission
port to the servo cylinder. Lubricating oil at a pressure is
now admitted under the servo piston forcing it to move
against the spring force SI towards full admission. The fuel
control is stablished at a position of increased fuel when the
ports are covered again.
• To reduce excessive oscillation in the governor following
[Link] load changes the piston valve movement is given
a resistance by a light spring assembly S3.
Relay Governor with Servo Mechanism..
• It will be seen that the design of the governor provides two
safeguards: (a) the engine cannot run until an oil pressure
has been built up in the lubrication oil line (b) the fuel is cut
off automatically when the pressure of lubricating oil drops.
• It is observed from the equation that the variation of spring
force has a non-liner relationship with the variation of speed
(spring force z w2). The desired linear relationship is
obtained by designing the spring as a conical one or a
combination of springs of varying diameter and stiffness.
• Since the action of the governor is entirely dependent on the
lubricating oil, utmosts care should be taken as regards
lubrication of all moving parts and cleanliness of lubricating
oil.
• The auxiliary engine governor as described above is capable of
fine control and hence can be used in a.c. and d.c. electrical
generating. systems. In a.c. installations the hand control of spring
load may be remotely operated by electrical motors from the
switch board for synchronising in parallel operation.
• As with any governor. the prime mover must be equipped with an
Qverspeed device for shut down of the engine to prevent runaway
on reaching a speed of 15 percent above the continuous rated
speed.
 Overspeed Governor - (For large diesel engine)
• The governor illustrated in fig. comes into operation if the
shaft speed exceeds by about 10 p.c. and thus takes care
of the engine from excessive racing at a rough weather or
protects the engine from a dangerous situation which
may arise out of loss of propeller.
• The governor is driven by gear train through spring
loaded flexible coupling. The torsional vibrations are thus
isolated from the working of the governor system. The
force of the governor is multiplied by a hydraulic power
piston to operate the fuel oil control linkages against the
forces of an admission spring.

•The sudden increase of speed beyond the set point is sensed by the fly balls and is transformed into a liner
movement at the coller A of the governor spindle. The bell crank levers carrying the fly weight are connected to the
governor spindle by a cotter. The thrust collar A pushes the governor sleeve and the bell crank B to operate the
servomotor slide valve F. The valve controls oil inlet on the under face of the servo piston E and thus rotates the
shaft which changes the fuel pump setting for lower speed;
•As the engine is speeded up. the fly weights move outwards. The servomotor oil inlet slide valve is pushed
upwards by the governor spindle moving it through the spring carrier sleeve and the bell crank levers B. The
control edge of the slide valve F uncovers the port leading passage of oil under pressure to underface of servo
piston. The power piston moves and comes to a stop as soon as the port is covered again. The fuel control shaft is
turned towards no admission.
•As the speed decreases. the fly balls return to their original position. The piston valve recedes back to its position.
The servo cylinder is now communicated to oil outlet and the servo piston is forced back to its original position by
the spring force.
Speed stabilized Speed increases

Speed decreases

The main engine governor is

designed for an over speed control
with servo piston as amplifier of
force. It is inoperative at minor
speed fluctuations. It is also
inoperative at lower speed range
being outside the range of the
governor.
Overspeed trip
Speed droop
• Droop
• Speed droop is a governor feature which allows a prime mover to run at a
proportionately lower speed as load is increased while at the same time increasing fuel
to compensate for additional load. It permits a stable division of load between two prime
movers electrically or mechanically connected to common services. ( Number of engines
delivering power to a common shaft or bus bar ). Speed droop is defined as the
difference in revolutions per minute from the equilibrium revolutions at no load on the
engine to that at full load. It is expressed as a percentage of a maximum rated speed.
• A large droop means a large proportional band, slower response time to speed changes
and a stable governor. If the droop is narrowed down there will be more frequent setting
of fuel admission. This results in an unstable governor. If a sudden change in the load
occurs a time interval must elapse before the engine shaft is set to changed condition.
This is called process time lag which is inherent in a control system. A further period of
delay must be registered from the" time the fuel rack is repositioned to the time its effect
is felt on the shaft. .
• Because of this phenomenon there will always be some delay in response time of the
governor. During the transient period followed by a load change a sensitive governor will
tend to overshoot the mark only to be followed by repeated corrective action.
• Such a condition will promote oscillation or hunting in the governing action. Although a
large speed droop is undesirable where a fine control is required, speed droop will
nevertheless be needed to stabilise the governor and engine system in quickest possible
time.
Speed droop.
• It is also a valuable characteristic of diesel engines delivering power to a
common main. When a single engine delivers power to a load, speed droop
stabilises the engine quickly to new speed after speed changes. A satisfactory
governor must quickly set the engine to new equilibrium speed with minimum
of oscillations, respond quickly to load fluctuations, bring about a new
equilibrium position and stabilise the position.
• Where it is necessary to use a proportional control to stabilise the
characteristics, 'droop' or 'offset' will occur. The. introduction of an integral
action in the control will eliminate droop. By the integral action the engine
torque would be increased in proportion to the integral of the error. An
integral action alone is destabilising as the governor is now infinitely sensitive.
Stability can be introduced by bringing in another control function
proportional to the differential co-efficient of error. We thus have a 'three
term controller' in a sensitive governor which will satisfy the requirements. It
is to be noted that the reset and the rate action added to the original
proportional controller is only as a measure refinement. .
• The feed-back is the final link in the closed loop control system by which the
final element learns that the corrective action has been taken to produce the
desired effect.
SAFETY DEVICES FITTED TO LARGE DIESEL ENGINES:

Every large marine diesel engine manufactured is fitted with certain safety devices and most of
these are listed hereunder:
[Link] valve fitted to the combustion chamber to warn of excessive increase in combustion
pressure.
[Link] valves fitted to the crankcase to act, as safety valves should oil vapour ignite due, for
instance, to a hot bearing.
[Link] valves fitted to scavenge spaces to protect the chamber against high pressure.
[Link] valves for fuel pumps and fuel systems to prevent high-pressure lines from bursting.
[Link] valves for starting air system to prevent excessive pressures and flame traps or bursting
discs at each starting air valve.
[Link] fitted to turning gear to ensure that the engine cannot be started whilst the turning
gear is engaged.
[Link] shutdown of the engine due to low pressure in the lubricating or cooling systems.
[Link] shut down of the engine due to high or low temperatures in various systems.
[Link] down of the engine from the bridge should communications with the engine room fail
when the vessel is in a hazardous position.
[Link]-speed trip, which cuts the fuel supply to the engine should the main governor fail and
the engine rev/min. increases.
[Link] mist detector fitted in the crankcase to give warning of hot running parts.
12.A temperature probe system fitted to bearings to give an alarm of excessive temperatures.
13. A temperature probe system fitted in the scavenge air space to indicate scavenge fires.