Influence of Ambient Temperature Conditions

on Main Engine Operation

Contents: Page Introduction

Introduction
Chapter 1: Temperature at Start of Engine
•Normal start of engine
•Start of cold engine
•Preheating during standstill periods
•Jacket water system with a built-in preheater
•Preheating the engine
Chapter 2: Engine Room Ventilation
• Air supply
• Air pressure
Chapter 3: Operating the Main Engine under
Normal and Extremely Cold Ambient
Temperature Conditions
• Standard ambient design temperature
conditions
• Turbocharger air intake temperature
• Normal air temperature running conditions
from +45°C to -10°C
• Low air temperature running conditions
below -10°C and engine precautions
• Preheating of intake air
• Scavenge air or exhaust gas bypass
• Arctic matching of turbocharger
• Special precautions in the diesel engine
and auxiliaries
• Installation of an adjustable bypass system
Diesel engines used as prime movers
1 on ships may be exposed to the differ-
ent climatic temperature conditions
that prevail all over the world and must
2 therefore be able to operate under all
2 ambient conditions from winter to sum-
mer and from arctic to tropical areas.
2
2 As ships operate on the surface of the
2 sea, the diesel engine will not normally
3 be exposed to really extreme tempera-
tures. However, the changes that do
occur in the ambient conditions will,
among other things, cause a change in
4 the specific fuel oil consumption and
4 the exhaust gas amount and tempera-
5 ture of the diesel engine. These
changes are already described in our
“Project Guides” and will therefore not
be discussed in this paper.
Also the scavenge air, compression
6 and firing pressures of the diesel en-
gines may change and, at very low am-
6 bient air temperatures, the unrestricted
6 engine operation may require some
countermeasures.
6 Our recommendations for starting the
engine, supplying air to the engine
room, and operating the engine under
7 normal and extremely cold ambient
7 temperature conditions are described
7 in this paper.
10
The paper is divided into three chap-
ters which, in principle, may be read in-
10 dependently of each other, and which
10 all have the ambient air temperature as
a common parameter.

Closing Remarks 12 The three chapters are entitled:

1 Temperature at Start of Engine
2 Engine Room Ventilation
3 Operating the Main Engine under
Normal and Extremely Cold
Ambient Temperature Conditions.

1
Chapter 1 Preheating during standstill periods For system A, the circulating water
flow is divided into two branches, the
During short stays in port (i.e. less than one through the engine and the other
4-5 days), it is recommended that the through the jacket cooling water sys-
Temperature at Start of Engine engine is kept preheated, the purpose tem outside the engine. As the arrows
being to prevent corrosive attacks on indicate, the preheater water flows in
In order to protect the engine, some
the cylinder liners, particularly during the the opposite direction through the en-
minimum temperature restrictions have
subsequent starting-up of the engine. gine, compared to the main jacket
to be considered before starting the en-
water flow. The engine preheating will
gine and, in order to avoid cold corro-
The jacket cooling water outlet tem- be more effective in this way, with the
sion of cylinder liners at standstill,
perature should be kept as high as water inlet at the top of the engine.
these temperature restrictions are par-
possible and should - before starting-
ticularly important when operating at
up - be increased to at least 50 °C, For system B, the preheater and circu-
very low temperatures, such as under
either by means of the auxiliary engine lating pump are placed in parallel with
arctic weather conditions.
cooling water, or by means of a built-in the jacket water main pumps, and the
preheater in the jacket cooling water water flow direction is the same as for
Normal start of engine
system, or a combination. the jacket cooling water system.
Normally a minimum engine (i.e. jacket
Jacket water systems with a In both cases, the preheater operation
water) temperature of 50 °C must be
built-in preheater is controlled by a temperature sensor
attained before the engine is allowed
after the preheater.
to start and run up to 90% of specified
For two different jacket water pre-
MCR speed without any restrictions.
heater systems, A and B, the position- When a preheater is installed in the
For running between 90% of specified ing of a preheater in the jacket cooling jacket cooling water system, as shown
water system is shown schematically in Figs. 1 and 2, its water flow, and
MCR speed and 100% of specified
in Figs. 1 and 2, respectively. thus the preheater pump capacity,
MCR power, it is recommended that
the load be increased slowly - i.e. over
a period of 30 minutes or more.

Start of cold engine

In exceptional circumstances, a mini-

mum of 20 °C can be allowed, and the
engine can then be started and run up
slowly to 90% of specified MCR speed.
Preheater
However, when running between 90%
specified MCR speed and 100% MCR Preheater
power, a minimum engine temperature Pre- bypass
of 50 °C is required and, in this load heater
range, it is still recommended that the
load be increased slowly - i.e. over a
period of at least 30 minutes.

The time period required for increasing

the engine temperature from 20 °C to
50 °C will depend on the amount of Jacket water main
water in the jacket cooling water sys-
tem, and the engine load. Diesel engine
Direction of main water flow
NB: The above considerations are
based on the assumption that the en- Direction of preheater circulating water
gine has already been well run-in.

Fig. 1 Preheating of jacket cooling water system - System A

2
should be about 10% of the jacket
water main pump capacity. The press-
ure drop across the preheater is to be
approx. 0.2 bar. The preheater pump
and main pump should be electrically Preheater Preheater
interlocked to avoid the risk of their pump
operating simultaneously.

Preheating the engine

The preheater capacity depends on Preheater

the required preheating time and the
required temperature increase of the
engine jacket water. As an example,
based on a 7S60MC engine, the tem-
perature and time relationships are
shown diagrammatically in Fig. 3. For Jacket water main
other engines, the relationships are al-
most the same. Diesel engine

In general, a temperature increase of

about 35 °C (from 15 °C to 50 °C) is Fig. 2 Preheating of jacket cooling water system - System B
required, and a minimum preheating
time of 24 hours requires a preheater
capacity of about 1% of the engine’s
nominal MCR power. Temperature in-
crease Preheater capacity
1.50% % of nominal MCR power
When sailing in arctic areas, the re- 1.25%
quired temperature increase may be 60
higher, possibly 45 °C or even higher,
and therefore requires an even higher 1.00%
preheater capacity. 50
The curves in Fig. 3 are calculated on
the assumption that, at the start of 40
preheating, the engine and engine 0.75%
room are of equal temperature.

It is assumed that the temperature will

increase uniformly all over the engine 30 0.50%
structure during preheating, for which
reason steel masses and engine sur-
faces in the lower part of the engine 20
are also included in the calculation.

The results of the preheating calcula-

tions may therefore be somewhat con- 10
servative.

0
0 10 20 30 40 50 60 70 h Preheating time

Fig. 3 Preheating of diesel engine 7S60MC

The temperature increase and corresponding preheating time curves are shown for five
different preheater sizes indicated in % of nominal MCR power

3
Chapter 2
Engine Room Ventilation
In addition to providing sufficient air for
combustion purposes in the main en-
gine, auxiliary diesel engines, fuel fired
boiler, etc, the ventilation system should
be designed to remove the radiaion/
convection heat from the main engine,
gensets, boilers, etc.
An example of an engine room ventila-
tion system, where ventilation fans blow
air into the engine room via air ducts , is
shown in Fig. 4
Air supply
In the case of a low speed two-stroke
diesel engine installed in a spacious en-
gine room, the capacity of the ventilation
system should be such that the volume
of air is at least 1.5 times the total air
consumption of the main engine, auxi-
liary engines, boiler, etc., all at maxi-
mum continuous rating (MCR).
As a rule of thumb, this corresponds to
about 1.75 times the air consumption of
the main engine at MCR.
On the other hand, for a compact en-
gine room with medium speed or small
two-stroke diesel engines, the above fac-
tor of 1.5 has to be higher, at least 2.0,
because the radiation/convection heat
losses from these engines are relatively
greater than from large two-stroke en-
gines, and because it may be difficult to
achieve an optimum air distribution in a
small engine room.
To obtain a correct supply of air for the
main engine’s combustion, about 50%
of the ventilation air should be blown in
at the top of the main engine, near the
air intake to the turbochargers as shown
in Fig. 4.
At the same time, in order to ensure that
all the heat is removed, care should be
taken that a sufficient amount of air is sup-
plied to areas with a high heat dissipation
rate, for instance around auxiliary en-
gines/generators and boilers. Ventilation
ducts for these areas, etc. are not shown
in the figure.
In winter time, of course, the amount of air
needed to remove the radiation/convec-
tion heat from the engine room may be
lower. The engine room temperature
should not normally be lower than 5 °C,
which is ensured by stopping one or
more of the ventilating fans.
The measurements in Fig. 5 show that
the engine room temperature is normally
10-12 °C higher than the ambient air tem-
perature and, as explained above, this
temperature difference is even higher for
winter ambient air temperature.

Air Engine room Engine room temperature TER

ventilation fans and difference ∆T
o
Air Air C
60
TER
50

40

30
T/C
20
∆T = TER - Tamb.
AE 10
ME
AE AE Amb. air temp. Tamb.
0
-20 0 20 40 o
C

ME: Main engine The engine room temperature TER and the
AE: Auxiliary en- engine room/ambient air temperature dif-
ference ∆T are shown as functions of the
: Main ducts for supply
of combustion air

Fig. 4 Engine room ventilation system Fig. 5 Engine room temperature

4
Air pressure delivering about 15-20% of the air,
round ducts with smooth bends and
The air in the engine room should have T-pieces and an air duct velocity of
a slightly positive pressure, but should max. 20 m/s.
not exceed about 5 mm WC com-
pared to the outside pressure at the air For further information, please consult
outlets in the funnel. the engine room ventilation standard
ISO 8861.
Accommodation quarters will normally
have a somewhat higher over-pres-
sure, so as to prevent oil fumes from
the engine room penetrating through
door(s) into the accommodation.

The air can be supplied, for example,

by fans of the low pressure axial and
high pressure centrifugal or axial types.
The required pressure head of the sup-
ply fans depends on the resistance in
the air ducts.

Two examples of air supply fan sys-

tems are given below. Example 1 is a
normal air ventilation plant, while
example 2 is an advanced plant which
is recommended for reducing the total
power requirement of the fans.

1) Low pressure supply fans only

All air is delivered by low pressure air
supply fans which, to obtain sufficient
air ventilation in all corners of the en-
gine room, may require extensive duct-
ing and therefore a relatively high
pressure head as stated below.

Low pressure fans,

∆p = 60 - 100 mm WC

2) Low and high pressure supply fans

In order to reduce the power consump-
tion of the air supply fans, high pressure
fans supplying only a minor part of the air
may be used to vent the ‘‘engine room
corners’’. The remaining and major part of
the air can then be supplied by low pres-
sure fans with a lower pressure head than
that specified in example 1.

Low pressure fans

∆p = 35 - 40 mm WC
delivering about 80-85% of the air,
short ducts and an air duct velocity of
max. 10 m/s.

High pressure fans,

∆p = 175 - 225 mm WC

5
Chapter 3
Operating the Main Engine
under Normal and Extremely
Cold Ambient Temperature
Conditions
Standard ambient design tempe-
rature conditions
For the purpose of determining a refer-
ence fuel consumption of diesel engines,
the following standard reference ambient
conditions defined by ISO (International
Standards Organisation) are to be used:
ISO 3046/1-1986(E)
Barometric pressure . . . . . . . 1000 mbar
Turbocharger air intake
temperature . . . . . . . . . . . . . . . . .25 °C
Charge air coolant temperature . . .25 °C
Relative air humidity . . . . . . . . . . . 30 %
The corresponding seawater tempera-
ture (in the sea) may be equal to or
lower than the above-mentioned
charge air coolant temperature, de-
pending on and influenced by the
design of the cooling water system
and on the operation of the system
(whether and to what extent water is
recirculated).
The engine must be able to operate in
unrestricted service under the special
maximum ambient temperature condi-
tions required by the ship. These condi-
tions will normally be the below-
mentioned tropical conditions:
Tropical ambient conditions
Barometric pressure . . . . . . . 1000 mbar
Turbocharger air intake
temperature . . . . . . . . . . . . . . . . .45 °C
Seawater temperature . . . . . . . . .32 °C
Relative air humidity . . . . . . . . . . . 60%
Geographically determined, specially re-
quired maximum ambient temperature
conditions for stationary power plants
6
may be different from these conditions,
which are normally used for ships.
Depending on the cooling water sys-
tem, the scavenge air coolant tem-
perature may be equal to or some
what higher than the above-men-
tioned seawater temperature. Thus, if
a central cooling water system is
used, the charge air coolant tempera-
ture will normally be about 36 °C.
The ISO and tropical ambient condi-
tions may, in general, be regarded as
the average and maximum tempera-
ture conditions, respectively, under
which a ship operates.
At the opposite end of the ambient tem-
perature scale, too low a turbocharger
air intake temperature may limit the en-
gine operation in service if no special pre-
cautions have been taken. This paper
also describes such situations.
Turbocharger air intake
temperature
Measurements show that, in a normal
air intake system, where combustion air
is taken directly from the engine room
of a ship, the engine room temperature
is normally 10-12 °C higher than the
ambient outside air temperature, and
this temperature difference is even
higher for winter ambient air tempera-
tures, see Fig. 5. In general, the engine
room temperature will never be below
5 °C, which is ensured by stopping one
or more of the air ventilation fans, thus
reducing the air supply to and venting
from the engine room.
Since the air ventilation ducts for a nor-
mal air intake system are placed near
the turbochargers, the air inlet tem-
perature to the turbochargers will be
lower than the engine room tempera-
ture. Under normal air temperature
conditions, it will probably only be
some 5 °C higher than the ambient
outside air temperature, but for very
low air temperatures it may well be
somewhat higher.
When a given normal sailing pattern in-
volves very low ambient temperature
conditions, a ducted air intake system
directly to the turbocharger can be an
advantage, in order to maintain suffi-
ciently high temperatures for the crew
in the engine room. With a ducted air
intake, the turbocharger’s intake air
temperature may be approximately
equal to the ambient outside air tem-
perature.
The above considerations show that
even with the normal air intake system,
where the engine takes air directly
from the engine room, the actual turbo-
charger air intake temperature is in-
fluenced more by the ambient outside
air temperature than by the engine
room temperature, and must therefore
be carefully considered when precau-
tions have to be taken, as explained
below.
Normal air temperature running
conditions from +45 °C to -10 °C
Under normal running conditions, i.e. at
turbocharger air intake temperatures
between +45 °C and -10 °C, and with
service power higher than 30% MCR,
we recommend keeping both the turbo-
charger air inlet and scavenge air tem-
peratures as low as possible, so as to
reduce the specific fuel oil consumption
of the diesel engine.
The cooling water temperature for the
scavenge air cooler will normally be
higher than 10 °C - achieved by recir-
culating the seawater - as this tem-
perature is the minimum permissible
for the lubricating oil cooler. This
means that, in practice, the scavenge
air temperature will never be lower
than 10 -12 °C and, therefore, has no
restrictive influence on the operation
of the engine.
When the ship is operating in, for in-
stance, arctic conditions, i.e. with
turbocharger air intake temperatures
below -10 °C, the density of the air
may be too high, giving too much air
to the engine. As a result, the scav-
enge air pressure, the compression
pressure and the maximum firing
pressure may become too high.
In order to prevent excessive press-
ures under such ambient air tempera-
ture conditions - and if no special
engine design precautions have been
taken - the turbocharger air inlet tem-
perature should be kept somewhat
higher than the ambient air tempera-
ture (by preheating, if necessary), and
the scavenge air temperature should
be kept as low as possible, and/or the
engine power output in service should
be reduced.
As a general rule, a diesel engine can
be run normally, i.e. without any spe-
cial precautions being taken, at any
turbocharger air inlet temperature
above some -10 °C. Lower tempe-
ratures may, as mentioned above, re-
sult in too much air being supplied to
the engine, in which case special pre-
cautions may have to be taken.
Low air temperature running condi-
tions below -10 °C and engine
precautions
For inlet air temperatures below -10 °C,
the precautions recommended will de-
pend very much on the actual operating
profile of the ship. In this context, the fol-
lowing different measures may be men-
tioned:
1. Preheating of intake air
2. Scavenge air bypass/blow-off
3. Exhaust gas bypass
4. Arctic matching of turbocharger(s)
The choice will depend on the actual
operating profile of the ship, and a
special study has to be made, as
discussed below.
A reduced power output of the engine
could also be a solution, as stated on
page 8.
Preheating of intake air
When one thinks about methods of re-
ducing the density of the turbocharger
intake air, the first idea that comes to
mind is simply to heat the air. A diagram
of such a system is shown in Fig. 6
It should be mentioned, however, that
preheating of the intake air is not nor-
mally recommended, as the air pre-
heating installation required may be
rather expensive. Alternative methods
should therefore be considered
Scavenge air or exhaust gas
bypass
If the ship sometimes operates at low
(arctic) and sometimes high air tem-
peratures, a bypass solution is
recommended. With such a bypass,
the engine is optimised (the turbo-
charger is matched) on the basis of
ISO ambient conditions, while at low
air temperature running conditions
the scavenge air pressure may be
controlled by the bypass.
The bypass arrangements, which can
be either a scavenge air (blow-off) or
an exhaust gas bypass system, are
shown schematically in Figs. 7 and 8
Exhaust gas
Gas turbine
Turbocharger
Scavenge
air cooler
Scavenge
air
A:
Diesel engine
Fig. 6 Preheating of intake air
and are described in detail in a separ-
ate section below.
Scavenge air bypass / blow-off
In Fig. 7, excessive air supply to the
engine is adjusted by blowing-off part
of the air, keeping the scavenge air
pressure below the pressure valid at
MCR/ISO operating conditions.
The air may not be blown-off directly to
the engine room unless the air is
blown-off through an air silencer. The
blown-off air may with advantage be
led to the air intake casing, thus pre-
heating the intake air.
The principle of controlling the
scavenge air pressure, using control
device C1, is shown in Fig. 9. The
figure shows that in the upper power
range of the engine, part of the air will
blow-off, thus reducing the scavenge
air pressure, see arrow C1.
Air intake
Exhaust gas
casing
Air
intake
preheater
A
Air
com-
Control valve
For preheating the intake air in order to
keep the air temperature above -10 °C
7
In fact, Fig. 9 also indicates that a re-
duction (limitation) of the maximum per- Air intake casing
missible engine power output, MCR,
could be a solution when sailing at low
ambient air temperature. Exhaust gas system
Thus when occasionally operating at,
for example -20°C, about 90% MCR
power may still be maintained for a
normal engine without any precautions Scavenge
being taken. air
Exhaust gas Gas turbine

Turbocharger

D1 Scavenge Air
air cooler com-
C1

Scavenge air
B bypass/blow-
Diesel engine

B Blow-off valve
C1 Control device
Ensures that the scavenge air
pressure does not exceed the
corresponding pressure at MCR/ISO
D1 Electric measuring device
Scavenge air pressure

Fig. 7 Scavenge air bypass / blow-off

8
Exhaust gas bypass
In the exhaust gas bypass case shown Air intake cas-
in Fig. 8, part of the exhaust gas may
bypass the gas turbine of the turbo-
charger, giving less energy to the com-
pressor, and thus reducing the air
supply to the engine. Exhaust gas system

Two types of control system may be Exhaust gas

used: one similar to the scavenge air
bypass, control device C1, and the Scavenge
other a more advanced system, con- air
trol device C1+2, where the load de- Exhaust gas
pendent scavenge air pressures are B
kept below the corresponding ISO Gas turbine
pressures.

The principle of controlling the Turbocharger

scavenge air pressure by means of 1 C
either control device C1 or C1+2 is
shown in Fig. 9. Fig. 9 shows that,
when the control device C1+2 is used, D1
the exhaust gas bypass may be open
over the entire load range of the engine Scavenge Air
if the air temperature is sufficiently low. 2 air cooler com-

Control device C1+2 is preferred and

needed for very low ambient air tempe-
ratures. On the other hand, if the air D2
temperature is not lower than about
-20 °C, the simpler and cheaper con-
trol device C1 may be sufficient. Diesel engine

The exhaust gas bypass system will

normally be preferred instead of the
scavenge air bypass/blow-off system,
as a normal air compressor/gas tur-
bine energy balance will be obtained
with this system. The scavenge air by-
pass system will, in fact, compress too
much air, which means that a relatively
larger compressor may be required.
B Exhaust gas bypass valve
Controlled by the scavenge air pressure
C Control device
C1 Standard control
Ensures that the scavenge air pressure does not
exceed the corresponding pressure at MCR/ISO
Advanced control
C1+2 Ensures that the load dependent scavenge air
pressure does not exceed the corresponding ISO
based pressure

D Required electric measuring devices

D1 Scavenge air pressure (for C1 and C1+2)

Fig. 8 Exhaust gas bypass

9
 a central cooling water system is used,
Scavenge air pressure pSC should be recirculated.
Turbocharger
bar air intake C1 Furthermore, to keep the viscosity of
4.0 temperature bypass the lube oil low enough to ensure
open proper suction conditions in the lube
-40 °C
oil pump, it is advisable to install heat-
pSC. MCR/ISO -20 °C
3.5 C1 0 °C ing coils near the suction pipe in the
25 °C ISO lube oil bottom tank.
45 °C
C1+2 Other recommendations
3.0 Depending on the situation, one might
bypass C1
open C1+2
consider introducing the following addi-
bypass tional modifications of the standard de-
2.5 sign practice:

• Larger electric heaters for the cylin-

pSC. ISO
der lubricators
2.0 • Upgraded steam tracing of fuel oil
C1+2 pipes
bypass • Increased preheater capacity for
1.5 closed jacket water at standstill
• Different grades of lubricating oil for
turbochargers.
1.0 Engine shaft power
50 60 70 80 90 100% Specified MCR Installation of an adjustable
bypass system

Control device C: The adjustable bypass system is

based on a normal bypass valve with a
C1: pSC ≤ pSC. MCR/ISO pneumatic activating mechanism con-
C1+2: pSC ≤ pSC. ISO trolled by the scavenge air pressure,
and a valve position monitoring device.

Depending on the purpose of the by-

Fig. 9: Bypass valve controlling the scavenge air pressure psc (example) pass system, two different scavenge
air pressure controls (C1 or C1+2) may
be used:

Scavenge air or exhaust gas bypass

Arctic matching of turbocharger
Obviously, the special matching of the
turbocharger for arctic conditions is
only relevant for permanent arctic oper-
ation.
If the diesel engine always operates at
low air temperatures, the turbocharger
itself can be specially matched to
these conditions instead of ISO am-
bient conditions. However, operation
of the engine in the upper air tem-
perature range will then be subject to
certain restrictions.
Special precautions in the diesel
engine and auxiliaries
Lube oil viscosity at low ambient
temperatures
Special recommendations for low sea-
water temperature conditions may be
considered. The cooling water tem-
perature to the lube oil cooler should
not be lower than 10°C, as otherwise
the viscosity of the oil in the cooler will
be too high, and the heat transfer in-
adequate. This means that some of
the sea cooling water, or freshwater if
system, simple scavenge air pressure
control device C1
This bypass system may be either a
scavenge air bypass system, see Fig.
7, or an exhaust gas bypass system,
see Fig. 8. It is based on the concept
that when the scavenge air pressure
exceeds the MCR pressure for ISO
ambient conditions, the bypass valve
will open and the valve will keep the
scavenge air pressure constant at this
MCR/ISO pressure and, regardless of
the ambient conditions, will ensure that
the engine is not overloaded, i.e. that
the scavenge air, the compression,

10
and the maximum pressures are not
too high.
The only measuring device required is
a pressure gauge for the scavenge air
pressure.
Exhaust gas bypass system,
advanced load dependent
scavenge air pressure control
device C1+2
Since the bypass flow area for very low
air temperatures is relatively large, the
installation of an advanced adjustable
exhaust gas bypass system is normally
required to ensure and maintain the
optimal bypass flow area. This means
that the bypass system recommended
must include a scavenge air pres-
sure/engine load control device.
Besides the gauge for scavenge air
pressure, the control system also
requires a shaft power measuring
device, i.e. for measuring the torque and
rpm on the propeller shaft.
exhaust gas temperature after the
turbochargers will only fall by about
0.5 °C per 1.0 °C, thus enabling the
exhaust gas boiler to produce relatively
more steam under cold ambient tem-
perature conditions.
Irrespective of whether a bypass sys-
tem is installed or not the exhaust gas
boiler steam production at ISO ambient
conditions (25 °C air/25 °C CW) will be
the same, whereas in wintertime it may
be different, as the scavenge air pres-
sure is controlled by the bypass valve.
Obtainable steam production
kg/h
2500
As an example, Fig. 10 shows the in-
fluence of the load dependent exhaust
gas bypass system on the steam pro-
duction when the engine is operated
during winter with an ambient air tem-
perature of 0 °C and a scavenge air
cooling water temperature of 25 °C
(recirculating the seawater).
The calculations have been made for a
7S60MC engine equipped with
conventional turbocharger, i.e. having
an exhaust gas temperature of 250 °C
at MCR and ISO ambient conditions.
Total steam
production,
with exhaust gas
bypass C1+2

The control unit may possibly be inclu-

ded in the governor, depending on the
make, or it may be part of a separate 2000
system, based on a PLC (Programm-
able Logic Controller). Surplus steam
Total steam
This exhaust gas bypass system en- production,
sures that, when the engine is running 1500 without bypass
at part load at low ambient tempera- Extra steam needed
Steam
tures, the load dependent scavenge
air pressure does not exceed the
corresponding pressure on the scav-
enge air pressure curve which is valid 1000
for ISO ambient conditions. When the
scavenge air pressure exceeds the
read-in ISO-based scavenge air press-
ure curve, the bypass valve will open
and, irrespective of the ambient condi-
500
tions, will ensure that the engine is not
overloaded. At the same time, it will
keep the exhaust gas temperature
relatively high.

During normal operation at reduced 0

ambient temperatures, the exhaust 40 60 80 100
gas temperature after the turbohargers Engine shaft power, % specified MCR
will decrease by about 1.6 °C for each
1.0 °C reduction of the intake air tem-
perature. This advanced exhaust gas Fig. 10: Expected steam production of exhaust gas boiler at winter ambient
bypass system will ensure that the conditions (0°C air) for main engine 7S60MC with/without exhaust gas bypass

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Fig. 10 shows that in wintertime, it
might be questionable whether an
engine without bypass will meet the
ship’s steam demand for heating pur-
poses (indicated for bulk carrier or
tanker), whereas with an adjustable
exhaust gas bypass, the engine can
meet the steam demand.

In general, a turbocharger with a normal

layout may be used in connection with
an exhaust gas bypass. However, in a
few cases a turbocharger modification
may be needed. On the basis of more
detailed information, specific proposals
can be prepared for the bypass arrange-
ment.

Closing Remarks
Diesel engines installed in ships are often
exposed to different climatic tempera-
ture conditions, but as the temperature
deviations on the sea surface are nor-
mally relatively limited, the engines will
normally be able to operate worldwide
without any precautions being taken.

Even if the ship may have to sail in very

cold areas with air temperatures lower
than -10°C, our engines can, as this
Paper illustrates, also operate under
such conditions without any problems
as long as special, but simple, low tem-
perature countermeasures are taken.

The use of the load dependent exhaust

gas bypass system may - as an extra
benefit - also improve the exhaust gas
heat utilisation when running at low am-
bient air temperature conditions.

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