ENGINE SYSTEMS

FUEL OIL SYSTEM



A slow-speed two-stroke diesel is usually arranged to operate

continuously on heavy fuel and have available a diesel oil supply for
manoeuvring conditions.

the oil is stored in tanks in the double bottom from which it is pumped
to a settling tank and heated. After passing through centrifuges the
cleaned, heated oil is pumped to a daily service tank. From the daily
service tank the oil flows through a three-way valve to a mixing tank. A
flow meter is fitted into the system to indicate fuel consumption.
Booster pumps are used to pump the oil through heaters and a
viscosity regulator to the engine-driven fuel pumps. The fuel pumps
will discharge high-pressure fuel to their respective injectors.
 The viscosity regulator controls the fuel oil temperature in
order to provide the correct viscosity for combustion. A
pressure regulating valve ensures a constant-pressure supply
to the engine-driven pumps, and a pre-warming bypass is
used to heat up the fuel before starting the engine. 

A diesel oil daily service tank may be installed and is

connected to the system via a three-way valve. The engine
can be started up and manoeuvred on diesel oil or even a
blend of diesel and heavy fuel oil. The mixing tank is used to
collect recirculated oil and also acts as a buffer or reserve
tank as it will supply fuel when the daily service tank is
empty.
Lubricating system
 Lubricating oil for an engine is stored in the bottom of the
crankcase, known as the sump, or in a drain tank located
beneath the engine . The oil is drawn from this tank through
a strainer, one of a pair of pumps, into one of a pair of fine
filters. It is then passed through a cooler before entering the
engine and being distributed to the various branch pipes. 

The branch pipe for a particular cylinder may feed the main
bearing, for instance. Some of this oil will pass along a
drilled passage in the crankshaft to the bottom end bearing
and then up a drilled passage in the connecting rod to the
gudgeon pin or crosshead bearing. 
 An alarm at the end of the distribution pipe ensures that
adequate pressure is maintained by the pump. Pumps
and fine filters are arranged in duplicate with one as
standby. The fine filters will be arranged so that one can
be cleaned while the other is operating. After use in the
engine the lubricating oil drains back to the sump or
drain tank for re-use. A level gauge gives a local read-out
of the drain tank contents. A centrifuge is arranged for
cleaning the lubricating oil in the system and clean oil can
be provided from a storage tank.

The oil cooler is circulated by sea water, which is at a

lower pressure than the oil. As a result any leak in the
cooler will mean a loss of oil and not contamination of
the oil by sea water.
 Cylinder lubrication
 Large slow-speed diesei engines are provided
with a separate lubrication system for the
cylinder liners. Oil is injected between the liner
and the piston by mechanical lubricators which
supply their individual cylinder, A special type of
oil is used which is not recovered. As well as
lubricating, it assists in forming a gas seal and
contains additives which clean the cylinder liner. 
 Lubricating Oil Sump Level

 The level of lubricating oil indicated in the sump when

the main engine is running must be sufficient to prevent
vortexing and ingress of air which can lead to bearing
damage.

The sump level is to be according to

manufacturers/shipbuilders instructions . The ‘Sump
Quantity’ is always maintained at the same safe operating
level and is given in litres. It is essential that the figures
are mathematically steady and correct from month-to-
month, taking into account consumption, losses and refills
and reported .
 Pre-Lubrication Pumps

They provide an essential part of the lubrication system

on many types of engine in particular auxiliary engines
with engine driven lubricating oil pumps.

They provide a supply of oil to the bearings prior to

start up and limit the length of time that boundary
lubrication exists, and shorten the time when
hydrodynamic lubrication commences. They must be
maintained and operated in accordance with the
manufacturers’ instructions. 
F.W Cooling System
 A water cooling system for a slow-speed diesel engine is
shown in Figure . It is divided into two separate systems:
one for cooling the cylinder jackets, cylinder heads and
turbo-blowers; the other for piston cooling.

The cylinder jacket cooling water after leaving the engine

passes to a sea-water-circulated cooler and then into the
jacket-water circulating pumps. It is then pumped around
the cylinder jackets, cylinder heads and turbo-blowers. A
header tank allows for expansion and water make-up in the
system.
 Vents are led from the engine to the header tank for the
release of air from the cooling water. A heater in the
circuit facilitates warming of the engine prior to starting
by circulating hot water.

The piston cooling system employs similar components,

except that a drain tank is used instead of a header tank
and the vents are then led to high points in the machinery
space. A separate piston cooling system is used to limit
any contamination from piston cooling glands to the
piston cooling system only.
S.W Cooling systems
 The various cooling liquids which circulate the engine
are themselves cooled by sea water. The usual
arrangement uses individual coolers for lubricating
oil, jacket water, and the piston cooling system, each
cooler being circulated by sea water. Some modern
ships use what is known as a 'central cooling system'
with only one large sea-water-circulated cooler. This
cools a supply of fresh water, which then circulates to
the other Individual coolers. With less equipment in
contact with sea water the corrosion problems are
much reduced in this system.
 A sea water cooling system is shown in Figure .
From the sea suction one of a pair of sea-water
circulating pumps provides sea water which
circulates the lubricating oil cooler, the jacket
water cooler and the piston water cooler before
discharging overboard. Another branch of the
sea water main provides sea water to directly
cool the charge air (for a direct-drive two-stroke
diesel).
 Central cooling system
 In a central cooling system the sea water circuit is made up of high
and low suctions, usually on either side of the machinery space,
suction strainers and several sea water pumps. The sea water is
circulated through the central coolers and then discharged
overboard. 

A low-temperature and high-temperature circuit exist in the fresh

water system. The fresh water in the high-temperature circuit
circulates the main engine and may, if required, be used as a
heating medium for an evaporator. The low-temperature circuit
circulates the main engine air coolers, the lubricating oil coolers
and all other heat exchangers. A regulating valve controls the
mixing of water between the high-temperature and low-
temperature circuits. A temperature sensor provides a signal 
Starting Air System
 Diesel engines are started by supplying compressed air into
the cylinders in the appropriate sequence for the required
direction. A supply of compressed air is stored in air
reservoirs or 'bottles' ready for immediate use. Up to 12
starts are possible with the stored quantity of compressed
air. The starting air system usually has interlocks to prevent
starting if everything is not in order. Compressed air is
supplied by air compressors to the air receivers. The
compressed air is then supplied by a large bore pipe to a
remote operating non-return or automatic valve and then to
the cylinder air start valve. Opening of the cylinder air start
valve will admit compressed air into the cylinder. 
 The opening of the cylinder valve and the remote operating valve
is controlled by a pilot air system. The pilot air is drawn from the
large pipe and passes to a pilot air control valve which is operated
by the engine air start lever. When the air start lever is operated, a
supply of pilot air enables the remote valve to open. Pilot air for
the appropriate direction of operation is also supplied to an air
distributor. This device is usually driven by the engine camshaft
and supplies pilot air to the control cylinders of the cylinder air
start valves. The pilot air is then supplied in the appropriate
sequence for the direction of operation required. The cylinder air
start valves are held closed by springs when not in use and
opened by the pilot air enabling the compressed air direct from
the receivers to enter the engine cylinder. 

An interlock is shown in the remote operating valve line which

stops the valve opening when the engine turning gear is engaged.
The remote operating valve prevents the return of air which has
been further compressed by the engine into the system.
 Lubricating oil from the compressor will under normal operation pass along
the air lines and deposit on them. In the event of a cylinder air starting valve
leaking, hot gases would pass into the air pipes and ignite the lubricating oil.
If starting air is supplied to the engine this would further feed the fire and
could lead to an explosion in the pipelines. In order to prevent such an
occurrence, cylinder starting valves should be properly maintained and the
pipelines regularly drained. Also oil discharged from compressors should be
kept to a minimum, by careful maintenance.

In an attempt to reduce the effects of an explosion, flame traps, relief valves

and bursting caps or discs are fitted to the pipelines. In addition an isolating
non-return valve (the automatic valve) is fitted to the system. The loss of
cooling water from an air compressor could lead to an overheated air
discharge and possibly an explosion in the pipelines leading to the air
reservoir. A high-temperature alarm or a fusible plug which will melt is used
to guard against this possibility. 
Maneuvering System
 As seen in above manoeuvring diagram the
starting handle is at the stop position. The
starting handle control three micro switches
that convey the following signals
 Stop signal (instantaneous signal)
 start signal (instantaneous signal)
 Run signal (varying signal)
 Stop Signal

 As long as stop signal has been pressed ,it shall

allow the 7 bar control air to pass through and
depress the puncture valve and their by not
allow the fuel to be admitted to the fuel pump.
 Start signal

 As soon as the starting handle is moved,the start micro

switch will be pressed and stop signal will be over which
allows the passage of 7 bar control air through it.If no
interlock has operated then it shall allow further passage
of the air .Now if the reversing is completed then it shall
allow the air to pass through to the air cylinder which
shall operate and open the auto start valve on the main
air manifold,now the starting air (30 bar) shall go to the
distributor and shall convey the 30 bar pilot air to the
unit which is in the starting position to start the engine.
 Run Signal
 Once the engine has started we shall further
press the starting handle to the run position
and the start signal finishes.The run micro
switch being of varying type ,more the handle
is turned ,more the switch would be
compressed and the output of it shall vary
accordingly . The varying signal control the 7
bar control air output that is fed to the
governor to increase the fuel proportionately.
 Reversing

 The engine has stopped in the Astern position and

we shall want to move in ahead position, so we will
put the AHD/AST Lever to the ahead position ,
allowing the 7 bar control air to pass through (the
pressed AHD micro switch ) and go to
 the fuel pump to reverse the cam position via the
reversing cylinder
 to the starting air distributor reversing cylinder to
reverse the distributor