Topic 4.

1 New Modern Diesel

Engines
Latest Developments in Marine Engines
Today the world needs engines that can cope up with the stringent emission norms and
higher demands for robust, reliable and smart engines with low operational cost. To
achieve the above possibilities, a whole new generation of engine is being developed
with a comprehensive use of electronics, hardware and software in large 2 stroke low
speed cross head engines known as “Intelligent Engines”.
The intelligent engine concept widens the reliability of traditional engines to facilitate
new applications and concepts. The initial cost of such engine is quite high but the
operational cost is lower than other engine used with proper operating procedure and
trained crew.
Basic Concept of Intelligent Engine

 A central electronic control system is incorporated which is the brain of the system
and which monitors and evaluate the general condition to keep the operating
parameter within limits and maintain the performance of the engine at the higher
side.
 Central control system operates Engine control unit (ECU) and cylinder control unit
(CCU).
 ECU controls the overall protection and efficient performance of the whole engine.
CCU controls the each cylinder of the engine for safe and efficient working.
 This control system saves the engine from damage due to overloading,
malfunctioning, maladjustment and lack of maintenance.
 The intelligent engine provides flexibility in operation by replacing mechanical cam
shaft for fuel pump and exhaust valve with common rail system and computer
controlled system.

An Overview of Common Rail System of Marine Engines

 The common rail system, as the name suggest, is a system which is common for
every cylinder or unit of the marine engine. Marine engines of the early times had a
fuel system, wherein each unit had its own jerk pump and the oil pressure was
supplied through the jerk pumps.
 However, in common rail system all the cylinders or units are connected to the rail
and the fuel pressure is accumulated in the same. The supplied fuel pressure is thus
provided through the rail. A similar type of common rail system is also there for
servo oil system for opening of the exhaust valves.
Main goals
The basic aim for developing intelligent engine is to reduce the operational cost of the
propulsion plant, to have high fluctuation in operation and to cope up with the stringent
emission norms imposed by regulating authorities under IMO . Apart from this, the
following points to be considered for intelligent engines:
1. Reliability of engine increases

 The central monitoring system keeps an eye on the fluctuation of load and distribute
equally to all the cylinders.
 It consists of overload protection system which will give alarm and trip’s the engine,
ruling out the possibilities of overload and thermal stresses.
 Any other abnormality is displayed with an early warning and alarm system so that
the problem can be tackled before it hampers the operational aspects of the engine.

2. Fuel and lube oil consumption cost reduces

 The load operating efficiency increases as compared to normal engines which

increases the life of the engine and maintenance schedule can be delayed which cut
shorts the operational cost.
 The performance is fuel optimized. Fuel oil, lube oil and other lubricants
consumption drastically decreases which reduces the operational cost.
 The cylinder lubrication is one of the most expensive lubrication oil used in marine
operation. The consumption is controlled with the help of mechatronic (incorporated
with mechanical and electronic controlled enhanced system) cylinder lubrication with
advanced dosage of oil.

3. Follow up of stringent air pollution emission norms

 Now almost all the countries are following the stringent norms for emission from the
ship’s propulsion plant. The intelligent engine gives the flexibility to cope up with
different norms for different controlled bodies by enhancing the emission
performance characteristics.
 To reduce the emission of harmful substance like Nox and Sox, catalytic controller
and fuel control and consumption modes are incorporated in the control system.

Topic 4.2 Old & New Modern

Diesel Engines
Old & New Modern Diesel Engines
Marine engines are one of the biggest and expensive engines in the world. It requires
great engineering skills and resources to manufacture such massive machinery, which
is responsible for propulsion of the ship. The criteria for purchasing a marine engine are
to get higher speed along with economical fuel consumption and long machinery life.
There are many engine manufacturer designs that you will see on a vessel, but the
most prominent players in the engine manufacturing industry are SULZER, MAN and
B&W.
As more and more stringent environmental regulations are introduced, engine
manufacturers are also working on their research and development to comply with
stringent emission norms keeping in mind the economical factors for the ship owners or
buyers.
The famous marine engines which were widely used as a ship propulsion plant are as
follows:

SULZER (Wartsila)

 RD series
o It is the oldest engine series from SULZER and very rarely seen in shipping
industry today.It is equipped with rotary exhaust valves and fuel valve with short
spindle. The cylinder liner quills were of wet type and placed only at the upper
part. It has pulse turbo charging system with no auxiliary blower fitted for
supporting the scavenge pressure.

 RND series
o One of the most famous design of SULZER with a slogan of “Our Exhaust
valves never burns” as this engine doesn’t have any. It has loop scavenging i.e.
exhaust and inlet ports are provided in the liner. It was fitted with more liner quills
at the bottom of exhaust port and is of dry type. Auxiliary blowers are provided
and constant turbo charging system is adopted. It produces more power than the
engines of RD series

RTA series

 It is the modern day engine design with exhaust valves fitted. It has become very
famous in modern shipping as it is a balanced blend of automation and mechanical
engineering. It consumes less fuel and produces more power with three fuel valves
in one cylinder.
RT Flex series

 It is the latest and the toughest engine from Wartsila Sulzer with maximum
automation installed. It consists of a common rail fuel injection method and uses fully
integrated electronic system based on a high performance computer eliminating
parts like fuel pump, fuel cam, chain drive etc. resulting in reduced maintenance.

MAN B&W
KEF series

 It was introduced about 30 years ago and is incorporated with exhaust valves which
are push rod operated and installed with pulse type turbo charging system. No
servomotor was fitted in this engine and reversing is done with mechanical means.

KGF Series

 The KGF series was similar to KEF series and consists of exhaust valve rotator with
roller bearing installed for that. In this engine the reversing cam is held in a hub
which is keyed in to the shaft. Cam shaft is turned in the same direction for reversing
and the pressure required for reversing is about 40 bars. There is no direct link
between chain drive and engine cam shaft.

MC series

 The MC series engines are the most popular engines now and are fitted with
electronic control unit for better and safe operation of the engine. This engine is
installed with VIT for an economical fuel consumption and power production. Air is
used for reversing of the engine which moves the fuel pump cam follower from
ahead to astern position.

ME series

 It is the upgraded version of MC engine with electronic automation installed for

safety and economy of the plant. They provide optimal combustion at all operations
and speed with smokeless operation. This series also comes with liquid gas injection
system for LPG fuel.
Topic 4.3 Fuel Quantity Control
and Injection Timing Checking
Methods of Marine Diesel Engine
Fuel Quantity Control and Injection Timing Checking
Methods of Marine Diesel Engine
What is injection timing?

 Injection timing is the timing of when fuel is injected into the cylinder, which alters
when the combustion takes place.
 The time of when fuel is injected can be altered to be injected at different points in
time. The manufacturer of an engine does recommend certain timing, which is the
timing they set it at when the engine is first made.
 This timing is usually balanced to get as much power as possible, while still
remaining in legal limits for emissions.
 Usually, injection timing is adjusted to create more power in the engine. Timing can
be advanced to create more power.

Checking Fuel Pump Timing

 The primary method of checking fuel pump timing would be using the manufacturer’s
instructions of setting the fuel pump with the engine stopped.
 For the Bosch type fuel pumps, a small window is present at the base of the fuel
pump. Within this window an engraved line can be seen on the spring holder of the
fuel pump.
 When the cam follower is displaced by the cam, it pushes the spring holder up.
When the engraved line coincides with the line on the fuel pump body, then the fuel
pump plunger is at the position where it is just covering the spill ports.
 Hence at this moment the fuel pump is starting to pressurize the trapped fuel
volume, and hence fuel delivery will commence. Thus the engine is rotated to the
point where the two lines coincide, and this indicates the commencement of fuel
delivery. The actual crank angle would be read off the flywheel.
 When talking about timing of any kind, but especially advancing, you'll often hear or
see the term BTDC, or Before Top Dead Center. Top Dead Center, or TDC, for a
particular piston is when that piston is at the very top of the cylinder, or furthest from
the crankshaft.

Adjusting Fuel Pump Timing

 Should the fuel pump timing be required to be changed, then the shims fitted
underneath the fuel pump would be changed. If shims are added the fuel pump will
inject later, and visa versa for removing the shims.
 The fuel pump is attached to the fuel rack, and the fuel control lever set to the same
readings as the other fuel pumps. This should deliver the same fuel quantity. The
fuel pump rack should always read zero when the governor is in the no-fuel position,
to ensure the engine will stop when required.
 To enable the actual fuel quantity delivered from each fuel pump to be measured,
indicator cards would be required. Indicator cards would be taken from each cylinder
and the power developed would be found, directly from the software for the
electronic cylinder units, or using a planimeter to determine the area of the power
card for the mechanically taken indicator cards.

Checking and Adjusting Variable Injection Timing (VIT) Fuel Pump

 A variable injection fuel pump can also be adjusted for fuel timing with the engine
running. Thus whilst the engine is running the fuel pump timing can be checked by
the draw card type of indicator card. On this type of card the position when the fuel
has ignited can be seen by either. The point at which the pressure-volume curve
moves away from the normal compression curve, or The point on the pressure
derivative curve on the electronic indicator when the rate of pressure rise suddenly
increases. The derivative curve makes the point of fuel ignition much easier to
determine.

Topic 4.4 Adjustment for Fuel

Injector and Fuel Pump of an
Engine
Fuel Injector and Fuel Pump of an Marine Diesel
Engine

Fuel pump and injector directly affects the performance of a marine diesel engine. The
quality of combustion in an engine depends on the working of a fuel injector; which
leading to proper automation and optimum injection timing. Atomization is the process
of breaking fuel in very small particles so that it mix well with the air in correct
proportion. This allows for the quick and efficient combustion of fuel particles in
combustion chamber.
Proper atomization with correct injection timing is essential for high combustion
efficiency. The injection pressure of fuel to be injected into cylinder is controlled by the
fuel injector; and the amount and timing of such injection is controlled by the fuel pump.
This injection pressure of a fuel injector depends upon its spring setting set by the
manufacturer. On another hand a fuel pump works based on the position of cam and
camshaft.
Fuel Pump
A fuel pump works to supply a definite amount of fuel to all cylinders irrespective of the
load at a correct time interval based on the firing order. The fuel pump providing a high
pressure fuel to the injector; which then opens the valve against the spring tension to
inject atomized fuel to the cylinder. There are mainly two types of fuel pump used in
marine industry; the jerk type and common rail injection system.
Jerk Pump

 A conventional marine diesel engine use a bosh jerk pump to inject fuel into
combustion chamber. It contains a single piston structure called plunger which
operates; based on the cam profile. A helical spring is mounted above the plunger to
assist in its downward motion. The coil spring ensures continues contact between
the single acting piston ( plunger ) and its followers to the cam profile.
 The plunger is fitted inside a barrel with a helix machined on the top. This helix
allows for controlling the amount of fuel to be injected. With the downward motion of
plunger both suction and spill ports open filling the barrel with fuel oil. Now with
upward movement of the plunger the pressure starts to build as soon as the ports
are covered by the plunger.

 To affect injection timing we need to change the effective height of the plunger in
barrel. Increasing the height of plunger in barrel leads to advance injection while;
decreasing its relative height / position results in retardation of fuel injection.
Advanced injection on one hand cause positive change such as increase in peak
pressure, thermal efficiency and overall fuel efficiency.
 On another hands it also cause negative effects such as excessive vibration and
shock load. While the retardation in fuel injection only leads to a series of negative
effects such as corrosion, high exhaust temperature, after burning and low thermal
efficiency. A proper match for advancing and retarding of fuel injector is achieved
through variable injection Timing.

Common Rail Injection System

 Common rail injection system is a mode of fuel injection in which fuel is injected
through a high pressure common rail. This injection method provides a optimized
combustion that helps in reducing pollution and overall fuel consumption. Although
the system itself is much old but have gain significance in recent times. Unlike
conventional jerk pump for each unit; this injection method have a common high
pressure pump for all cylinders.
 Fuel oil is supplied to the high pressure pump through the fuel transfer pump via
pressure regulating valve. The high pressure pump creates a pressure of around
 1000 to 1500 bar; and send this high pressure fuel to the common rail. This high
pressure pump can be either electrical driven, engine driven, cam operated or both.
Excessive pressure in the line is leaked through a device known as pressure limiter
controlled by E.C.U.
 The common rail which is located at the top most part of an engine jut below the
cylinder cover; maintain a common pressure through out the operation. The quality
and timing for fuel injection is controlled by the solenoid valves operated by E.C.U.
After analyzing received signal from crank angle sensor, scavenge air temperature,
engine speed, load and jacket water temperature; E.C.U sends a signal to the
injector to start injecting fuel oil to the combustion chamber.
 Common rail injection system is generally used along with the exhaust gas
recirculation system. Together they help not only reduce emission, control fuel
consumption and lower running speed; but also help increase combustion efficiency
and so does the overall plant efficiency.

Fuel Injector

 After reading this module so far, some of you will thought if fuel pump does all the
hard work; what does fuel injector do? The work of a fuel injector is to achieve fuel
injection at desired set pressure. This injection pressure is set by the manufacturer
and depends engine to engine. A fuel injector consists of basically two main parts a
nozzle and body. The nozzle and the injector body are made in pairs and carefully
grounded to produce good quality oil seal.
 A fuel injector can achieve high pressure up to 500 bar by using spring loaded valve.
High pressure fuel from the fuel pump then acts on the underside of the fuel injector
body. This pressure when reach a certain point, it lift the needle valve against the
spring tension; injecting atomized fuel oil through nozzle. Injection delivery reduce
the pressure drastically from the seating area of the needle valve; causing the fuel
injection to stop.
 For slow speed marine engines there is a special re-circulation line provided in the
injector to avoid clogging / chocking of valves due to heavy fuel oil. During engine
stop the booster pump is used specially to maintain oil flow in fuel injector. In some
design there is also allowance for water passage in fuel injection for cooling
purposes. This is provided in these engines to avoid burning and overheating of the
nozzle.

Topic 4.4.1 Marine Diesel Engine

Fuel Injector Maintenance and
Adjustments
 Adjustment for Fuel Injector and Fuel Pump of an
Engine

Fuel Injectors for Marine Diesel Engine

 The function of the fuel injection system is to provide the right amount of fuel at the
right moment and in a suitable condition for the combustion process.
 The injection of the fuel is achieved by the location of cams on a camshaft. This
camshaft rotates at engine speed for a two-stroke engine and at half engine speed
for a four-stroke.
 There are two basic systems in use, each of which employs a combination of
mechanical and hydraulic operations. The most common system is the jerk pump;
the other is the common rail.
 A typical fuel injector has two basic parts, the nozzle and the nozzle holder or body.
 The high-pressure fuel enters and travels down a passage in the body and then into
a passage in the nozzle, ending finally in a chamber surrounding the needle valve.

Inspection and Repairs

 In the case where the fuel injector valve is not performing as required and has some
defect, then it needs to be opened up and overhauled. The assembly and the
disassembly have to be done as per the instructions given by the engine
manufacturer. However, below is a general guide about what you will most likely
have to do. After the fuel valve has been disassembled then the following checks
have to be done:
o The needle guide should be immersed in clean diesel oil and the needle taken
out and checked for free movement. In the case of any resistance which may be
due to the presence of carbon or fuel sludge the needle may be put in and pulled
out in succession many times while keeping it submerged in diesel oil. It is
important to do this in a container full of clean diesel oil so the contaminants can
be flushed away.
o After the needle guide has been cleaned, the needle should be taken almost out
and then let it fall in with its own weight. A free and smooth movement with small
jerks as the clearance is making way for the oil to come out is an indication that
the clearances are all right and the needle guide is in good condition. It must be
noted that the needle should fall fully into the seat.
o On the other hand if the needle falls fully in one go, then the clearances have
increased and the fuel will leak past the spindle and less fuel will go in the
cylinder. The needle must be inspected for any wear marks if this happens. The
needle guide can be used but must be changed soon.
 o If the needle does not go down and gets struck then it must be thoroughly
cleaned again. If still there is no improvement then the needle might have
become bent. Check the needle for any signs of overheating.
o The push rod end should be checked for any abnormal wear.
o The seating between the nozzle body and the valve body if damaged can be
repaired by lapping with fine lapping paste. It must be noted that the lapping
paste should be thoroughly flushed away with clean diesel oil and thereafter
blown dry with compressed air.
o Check the nozzle spring for breakage, poor seating and other defects. Change if
required.
o Check the leak off pipes, shims, packing etc for the condition. If the fuel valve is
water cooled, the cooling pockets should be cleaned with compressed air.

 Tests and Adjustments

o After the parts are cleaned and inspected the fuel valve is assembled as per the
manufacturer’s instructions and thereafter tested for function and performance.
o The assembled fuel valve is installed on the test stand and after purging the pipe
line the manual handle is operated in quick succession. The nozzle should start
discharging with a sharp crackling noise at the set pressure. The pressure at
which the injector is supposed to fire depends upon the manufacturer’s engine
design but normally is between 250 to 350 kg/cm2 with an allowance of plus or
minus 10 kg/cm2.
o In case the lifting pressure is not correct, it can be adjusted by the adjusting
screw.
o The spray characteristics should be satisfactory and as per the manufacturers
advice.
o All the holes of the injector should be firing and can be checked by a torch light
or a filter paper can be folded as a cone and then the injector tested. The holes
on the filter paper will show the number of holes firing. In this procedure you
must be careful as the high pressure spray can enter the skin and is toxic for us.
o The spray angle should be as stated by the manufacturer. The atomization of the
fuel should take place and solid spray should not come out.
o Clean diesel oil should be used for the testing purpose.
o In the case that the fuel valve is dripping the needle guide should be taken out
and repaired.

 Caution
o The needle and the guide is always a pair and should not be interchanged with
another one. Cleanliness is the most important factor in making fuel valves.
o A clean fuel valve lasts a longer time. The fuel under pressure can enter the skin
and the blood stream and is toxic for humans.
 o Take care that you stay away from the spray. The fine mist can catch fire and in
inflammable. Do not smoke or use naked lights where the fuel injectors are being
tested.

Topic 4.4.2 Marine Diesel Engine

Fuel Pump Maintenance and
Adjustments
Marine Diesel Engine Fuel Pump Maintenance and
Adjustments
Fuel has to be injected into the engine at a high pressure so that it atomizes correctly.
Injection takes place over a short period of time and this period of time must be
accurately controlled; late or early injection will lead to a lack of power and damage to
the engine. Because the timing of injection is crucial, cams mounted on the camshaft,
which is driven by the crankshaft are used to operate the fuel pumps, one of which is
provided for each cylinder.
As the cam rotates it operates a spring loaded ram (the plunger) which moves up and
down in a cylinder (the barrel). As the plunger moves up the barrel, the pressure of the
fuel in the barrel above the plunger rises very quickly. The high pressure fuel then
opens the fuel valve (injector) and is sprayed into the cylinder in tiny droplets known as
atomization. It is important to note that the injection only takes place when the plunger is
moving up the cam slope.

Checking Fuel Pump Timing and Quantity

 Checking Fuel Pump Timing

o The primary method of checking fuel pump timing would be using the
manufacturer’s instructions of setting the fuel pump with the engine stopped.
o For the Jerk type fuel pumps, a small window is present at the base of the fuel
pump. Within this window an engraved line can be seen on the spring holder of
the fuel pump.
o When the cam follower is displaced by the cam, it pushes the spring holder up.
When the engraved line coincides with the line on the fuel pump body, then the
fuel pump plunger is at the position where it is just covering the spill ports.
o Hence at this moment the fuel pump is starting to pressurize the trapped fuel
volume, and hence fuel delivery will commence.
o Thus the engine is rotated to the point where the two lines coincide, and this
indicates the commencement of fuel delivery. The actual crank angle would be
read off the flywheel.
 Adjusting Fuel Pump Timing
o Should the fuel pump timing be required to be changed, then the shims fitted
underneath the fuel pump would be changed. If shims are added the fuel pump
will inject later, and visa versa for removing the shims.
o The fuel pump is attached to the fuel rack, and the fuel control lever set to the
same readings as the other fuel pumps. This should deliver the same fuel
quantity.
o The fuel pump rack should always read zero when the governor is in the no-fuel
position, to ensure the engine will stop when required.
o To enable the actual fuel quantity delivered from each fuel pump to be
measured, indicator cards would be required. Indicator cards would be taken
from each cylinder and the power developed would be found, either directly from
the software for the electronic cylinder units to determine the area of the power
card for the mechanically taken indicator cards.

Overhauling Procedure of Fuel Pump

 Auxiliary Engine

 Main Engine