Marine Diesel Engines Prof. Adel A.

Tawfik

CH. 7

DIESEL ENGINE SUPPORTING PIPING SYSTEMS

7-1 Introduction

The piping systems installed on shipboard to serve the engine form a complicated
network. The pipe network supports all engine functions and operating processes.
These systems convey starting air, fuel, lubricating oil and cooling water to operate
machinery. The pipe network provides all the fluids required for engine operation.
Also the piping systems protect the safety of the propulsion machinery with fire
extinguishing agents, damage control processes and collect and remove pollutants. In
general, the piping systems are among the most complex systems on shipboard to
design, construct and fit. The machinery performance and service quality depends on
the efficiency of piping operations, design and installations. The machinery piping
systems are classified as
 The fuel oil piping systems (heavy or light fuel oil)
 The lubricating oil piping systems
 The cooling water piping systems (fresh water/ salt water)
 Starting air and reversing piping systems
 Exhaust piping systems
Since the piping systems are too much as listed above, therefore, the present chapter
will cover only some of the main piping systems as examples. Also, the chapter deals
with the piping systems serving in the ships propelled by diesel power plants.

7-2. Lubricating oil piping systems

Diesel engine lubricating oil service systems may be supplied by attached or motor
driven pumps, which circulate oil through filters and coolers to the engine. In general
the lubricating oil system for a commercial ship should be designed to operate
satisfactorily with a list of up to 15° and trim up to 5°, and for a 30° roll and 10° pitch.
The main objective and basic requirement of lubricating oil is summarized as
 Provide an oil film between the moving parts of the engine to reduce the
friction
 Aid in the dissipation of heat and cool the moving parts of the engine.
 Capable to keep the inside parts of the engine clean

The properties and specification of the oil used for lubrication purposes should be
suitable to met the objective and requirement mentioned above. Therefore, the oil
selected to be used as a lubricating medium should has the following parameters:
 Viscosity, which is the tendency of the oil to hold together
 Carbon residue, which gives the amount of carbon deposited in an engine.
 Pour point, which is the temperature at which the oil solidified or congeals.
 Flash point, which is the temperature at which the oil inflammable vapors are
given off in sufficient quantity to flash when brought into contact with a
flame.

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 Autogenously ignition temperature which is the temperature at which the

inflammable vapors given off will burn without the application of spark or
flame (about 400°C for most of lub. oil).
 The oxidation resistance, which is indicate the tendency of lubricating oil to
oxidize and can be measured by neutralization number. When excessively
oxidized an oil must be discarded.
 The demulsibility, which is indicate the ability of oil to mix with water and
then release the water in a centrifuge. This property is also related to the
tendency to form sludge.
 The acidity, which is indicate the oil acidity. The acidity of the oil must be
monitored to avoid machinery damage and neutralization number is used as
the unit of measurement.
 Corrosion inhibition, which is relates to the oil’s ability to protect a surface
when water is present in the oil. This is important where oils can be
contaminated by fresh water or salt water leaks.

7-3. Lubricating oil piping diagram

The lubricating oil system is complicated and contains so many items and
components. In general the system consists of pumps, filters, coolers/ heaters,
strainers, separators (clarifier/ purifier), tanks and valves, measurement
instrumentations and indicators with control units.

7-3-1. Lubricating oil system for small engines

In small diesel engine, the engine casing performs the sub oil tank. The lubricating oil
is pumped from a bottom tank through a suction strainer, by means of the main
lubricating oil pump, to the lubricating oil cooler or a thermostatic valve, through a
full-flow filter, to the engine inlets. The suction strainer is little higher than the lowest
point of the tank to avoid picking up any water or sludge which may have settled. The
pump discharges at pressure through the oil cooler. The oil then passes through the
fine filters to the engine to distribute to all bearing, piston, connecting-rod, crankshaft,
etc. figure 1 shows the simple lubricating oil diagram for a small engine.

Cooling water

Fliter
Lub oil cooler Strainer

Oil pump

Figure 1 Simple diagram of lubricating oil system for a small engine

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7-3-2. Lubricating oil system for large engines

The oil sumps tank is usually built into the ships double bottom but it should be
surrounded by a coffer dam to prevent any contamination from leakage. It is fitted
with an air vent, level measuring gauge and sounding pipe. The level gauge should be
at the center of the tank to reduce the reading fluctuation due to pitching and rolling of
ship at sea.

Hot water

Figure 2 Lubricating oil piping system arrangements for a large marine diesel engine.

Oil storage tanks are used in large stationary and marine installations to hold the oil
drain from the engine crank case and store new or purified oil. Oil tanks are made of
black iron or steel. Brass, copper and galvanized metal are avoided because copper
and zinc increase the tendency of oil to be oxidize. Diesel machinery plants usually
require two or more different grades of oil for cylinders and pistons. Generator
engines often require different oil than the propulsion engines. Piping systems for
filling, transferring, and purifying must be designed to prevent mixing of oil grades.
As indicated in figure 2, a centrifugal purifier is provided to remove water and
sediment from the oil. The purifier has one or more attached, shaft driven pumps that
can be operated independently of the purifier centrifuge to transfer oil between tanks.
A purifier heater is installed to heat and supply the oil at the proper viscosity for
efficient purifier operation. For continuous purification, the purifier takes suction
from the sump while the unit is operating, and discharges through the heater and
purifier back to the sump tank.
Figure 3 shows the lubricating oil piping system for a large marine diesel engine with
the purification pipe lines and components. The drain oil is collected in the sump tank,
treated and pumped back to the engine components. The treatment processes depend
on so many items, heater, cooler, filter, pumps, separator, and instruments are used.
The capacity of lubricating oil storage tanks for a certain diesel engine is calculated as
the following:

Total amount of oil (Kg)= (SOC) (HP) (hr) (C)

Where:

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SOC is the specific oil consumption.)Kg/hp.hr)

HP is the indicated power (hp).
hr is the number of operating hours (hr(.
C is the factor due to the losses of the storage and leakage 10-20%.

MDE

Figure 3 Continuous oil purification processes for a large diesel engine

1- Sump oil tank 2- Dirty oil 3- Heater 4- pump
5- Hot water 6- Purifier 7- Purified oil 8- Waste 9- Strainer

7-3-3. Strainers and filters

Strainers or filters are devices designed to prevent the passage of unwanted solids into or
further along oil system, as seen in figure 4. A strainer is usually a coarse filter to remove
the larger particles. Both are arranged as full flow units, usually mounted in pairs (duplex(
with one as a standby.

Cover

Perforated material

Figure 4 A simple lubricating oil filter

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The strainer usually employs 80-100 a mesh screen are capable of passing 150-micron
particles it should be noted that 150-micron equal, an 0.006 in that mesh screen assembly
of closely packet metal plates or wire coils which effectively block all but the smallest
particles, it is usually fitted on the suction side of a pump and must be cleaned regularly
or when the pressure differential across it become unacceptable. Strainer should be
provided with pressure-drop indicators to provide warning of the necessity for cleaning
the strainer. Where suction conditions are critical the strainer will be fitted on the
discharge side of the pump. When cleaning is under taken the other units will be
connected into the system by changeover valve and oil circulation will continue.

7-3-4. Oil coolers/ heaters

Oil coolers are generally located between filters, feed pumps and tanks, see figures 2&3
cooler serves to keep the oil at proper operating temperature to maintain the oil viscosity,
absorbing the heat from the oil and transfer it to the cooling water (generally using salt
water). Cooler are provided to remove heat from the oil normally sea water is the cooling
medium. Temperature monitoring should be provided at the inlet and outlet of the cooler.
The oil pressure in the cooler should be maintained at a higher pressure than the water
pressure to minimize salt water intrusion into the lubrication-oil system in the event a leak
occurs. Corrosion protection to the water side of the cooler should be provided by the
inclusion of zincs or other electrolytic protection. The allowance for pressure drop
through both the water and oil sides of the cooler must be established for the full range of
design condition. The water pressure drop should be established for clean and for
maximum allowable fouling condition. The oil pressure losses must be known to establish
the overall system pressure drops at the maximum and minimum operating oil
temperatures.

Figure 5 Double pass Shell and tubes oil cooler

Figure 5 shows a double passes shell and tube cooler. The tube bundle or stack is fitted
into a shell and the tubes are sealed into the tube plate at either end and provide a
passageway for the cooling liquid. Headers or water boxes surround the tube plates and
enclose the shell. They are arranged for either a single pass or a double pass of cooling
liquid, see figure 5. The tube bundle as baffles fitted which serve to direct the oil to be
cooled up and down over the tubes as it passes along the cooler.

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As a general rule the amount of circulating water should be so regulated of that the oil
going to the engine moving parts is maintained at a temperature between 33 to 40° C.
The thermal performance of the cooler is described by,
Q=U.ΔT. A
Where, Q is the rate of heat transferred, U is the overall heat transfer coefficient of the
cooler, ΔT is the logarithmic mean of the temperature differences at the inlet and outlet
and A is the surface area of the tube bundles.

7-3-5. Oil water separators

Both fuel oils and lubricating oils require treatment before passing to the engine. This will
involve storage and heating the oil mixture to allow separation of water present or solid
particles in the oil. The centrifugal separator is used to separate between two substances
for example oil and water or liquid and solid. If the mechanism is arranged to separate
liquids it will be known as a purifier and if it is arranged to separate solid and small
amount of water it will be known as a clarifier.
The principle of separation is the gravity differential between oil, water and solid
particles. The separator consists of a vertical cylindrical pressure vessel connected to a
vertical shaft derived by an electric motor. The vessel containing a number of inverted
conical plates. The oily water enters the separator rotates around its vertical axis with high
speed, the heaviest particles are deposited on the wall of the vessel, the water formed the
next whirling layer, and oil. The lighter liquid separates into a layer close to the axis of
the vessel. Figure 6 shows the operating principle of separation processes and how to
separate the different substances.

Mixed oil (dirty oil)

Water

Solid

Figure 6 Operating function of oil water separator

7-4. Fuel oil piping systems

The purpose of the fuel supply system in a diesel plant is to store an adequate supply
of fuel oil, clean it, preheat it, and deliver it to the fuel injection pumps of the engine.
Diesel engine fuel service systems are designed to handle different grades of fuel
depending on the design of the engine. High speed engines generally operate on
distillate fuel only (marine diesel oil, light fuel); medium and low speed engines
generally use a blend of distillate and residual fuel, which is commonly known as

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heavy fuel. In general the ocean going ships use both types of fuel and the piping
systems handling them.
Typical fuel supply systems consists of storage tanks to store the required amount of
fuel, pumps to transfer fuel oil from the delivery point to the storage tanks, and to the
daily service tanks then to the engines. Strainers, filters and separators needed to
ensure clean fuel. Instruments and control also are required to measure the quantity of
the fuel transferred, to check the fuel level in the tanks and to control the amount of
oil transfer.
Heavy fuel systems are more complex, requiring purifiers, settling tanks, heaters,
mixing tanks and viscosity control equipment. The light fuel system consists of
service tanks, service pumps and storage tanks. Heaters are not required since the
viscosity of light fuel is satisfactory for filtration and combustion. Various safety
devices must be included in the system with alarm to detect loss on the oil pressure,
low tank level, etc. all pumps and filters are in duplicate and have safe pressure relief
valves fitted.
Figure 7 shows a simple fuel piping system for a small engine using light fuel only,
while figure 8 shows the fuel piping system for an ocean going ship using light fuel as
well as heavy fuel. In the given pipe line diagrams, the fuel first passes to the primary
or supply pump which raises its pressure to about 4 bar, this pressure is remained in
the circulating returns. The circulating or booster pump draws oil from the primary
discharge, raising its pressure to 10/12 bar and delivering it through the heater,
viscosity regulators and fine filters to the main engine fuel pump (attached pump).the
heater reduce the fuel viscosity for efficient combustion. The temperature required
depends on the oil quality, but to avoid fouling it should not exceed 150°C

Figure 7 common fuel rail system for a small engine using diesel fuel

1 Fuel tank; 2 Pre-supply pump with sieve filter; 3 Fuel filter; 4 High pressure pump
with metering unit; 5 Rail; 6 Pressure control valve; 7 Rail pressure sensor; 8 Injector;
9 Electronic control unit with inlets for sensors and outlets for actuators

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Figure 8 Main diesel engine fuel oil service piping system for sea going ship

7-5 Water cooling piping systems

The main objective of the cooling system is to cool the diesel engine and inhibit any
damage could be happened due to the high temperature. Cooling of engines is
achieved by circulating a cooling liquid around internal passages within the engine.
The cooling liquid is thus heated up and is in turn cooled by sea water circulated
cooler. Without adequate cooling certain parts of the engine which is exposed to very
high temperature, as a result of combustion and burning fuel, would soon fail. Cooling
enable the engine metals to retain their mechanical properties. The usual coolant used
is fresh or salt water, the sea water is not used directly as a coolant because of its
corrosive and erosive action. Lubricating oil is sometimes used for piston and moving
parts cooling since leaks into the crankcase would not cause problem.

7-5-1 fresh water cooling piping systems

The fresh water system is used to cool the cylinder jackets, cylinder heads, exhaust
valves and turbo blowers of the diesel engines. In old engines, the fresh water is used
to cool the piston, recently the piston usually cool by lubricating oil.

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The hot fresh water delivered from the engine returns through a cooler to the pump
and then back to the engine (closed circuit), see figure 9. A header or expansion tank
is placed at a reasonable height to allow venting and releasing the air from the cooling
water. The venting pipe in the expansion tank should end just below the lowest water
level, and the expansion tank must be located at least 5 m above the engine cooling
water outlet pipe. A pre-heater is included in the system to warm the water circuit to
heat the engine at the starting process. Auxiliary engine fresh water systems may be
coupled and connected to warm the main engine in port. As indicated in figure 9, the
water enters at the lower end of the cylinder jackets, passing up to cylinder heads
connections and then to exhaust valve cages. Some water is taken from the discharge
and passed through turbo charger turbine cooling spaces.
De-aerating tank or air separator is fitted in the return water line to discharge any air
to the expansion tank. At the inlet to the jacket water cooler there is a thermostatically
controlled regulating valve, with a sensor at the engine cooling water outlet, which
keeps the main engine cooling water outlet at a temperature of 80 °C. The engine
jacket water must be carefully treated, maintained and monitored so as to avoid
corrosion, corrosion fatigue, cavitation and scale formation.
During operation in port, when the main engine is stopped but one or more Generator
Sets are running, a small central water pump will circulate the necessary flow of water
for the air cooler, the lubricating oil cooler, and the jacket cooler of the Generator
sets.

SW

Figure 9 Closed cycle fresh water Jacket cooling system

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7-5-2 Sea water cooling piping systems

The various cooling liquids which circulate the engine are themselves cooled by sea
water. Generally used individual coolers for lubricating oil, jacket water and the
piston cooling system, each cooler being circulated by sea water. Some modern ships
may use central cooling system where only one large sea water cooler cools a supply
of fresh water and which then circulates to the other individual coolers. Figure 10
shows the conventional salt water circulation with suction sea chest and outlet
discharge.

Figure 10 Sea water cooling piping circulation

The central cooling water system is characterized by having only one heat exchanger
cooled by seawater, and by the other coolers, including the jacket water cooler, being
cooled by the freshwater low temperature system. Figure 11 shows the central cooling
piping system. Both water cooling systems are indicated. The cooling systems and
procedures in both sea and port are shown.
The advantages of the central cooling system are:
 Only one heat exchanger cooled by seawater, and thus, only one exchanger to
be overhauled.
 All other heat exchangers are freshwater cooled and can, therefore, be made of
a less expensive material.
 Reduced maintenance of coolers and components.
 Increased heat utilization.

Figure 12 also shows the closed loop fresh water cooling system for the main engine
and the central cooler using seawater. All the other heat exchangers are dealing with

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freshwater. A heat sensor is included to measure and mentoring the outlet water
temperature. Also deaerating tank is provided to heat the water at starting process and
to vent the air from the water cycle.

Figure 11 Closed loop fresh water cooling system

In many marine applications where dirty raw water makes the use of a heat exchanger
(cooler) system impractical, a keel cooling system such as that illustrated in Figure 12
can be used. This cooling system is similar to the heat exchanger system. However,
the heat transfer of the engine freshwater coolant occurs in a nest of tubes that are
mounted to the hull of the ship below the waterline rather than in the heat exchanger
core mounted in the engine expansion tank. The expansion tank used can be the same
as that for a heat exchanger system. The main parameters shown in figure 12 are:
1. Outlet line, 2. Bypass valve, 3. Bypass line, 4. Expansion tank, 6. Pressure cap, 6.
Outlet line, 7. Water cooled manifold, 8. Regulator housing, 9. After cooler housing,
10. Outlet line. 11. Water cooled turbocharger, 12. Bypass filter, 13. Inlet line, 14.
Inlet line, 15. Cylinder block, 16. Cylinder head, 17. Internal bypass line, 18. Duplex
strainer, 19. Keel cooler tubes, 20. Water pump, 21. Engine oil cooler, 22. After
cooler inlet line, 23. Bonnet, 24. Auxiliary oil cooler, 25. After cooler outlet line, and
26.Turbocherger inlet line.

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Figure 12 Schematic of a marine keel cooling system with an expansion tank

7-6-Starting air piping systems

Diesel engines have many different types of starting circuits according to their types,
sizes, and manufacturers. Commonly, they can be started by air motors, electric
motors, hydraulic motors, and manually. The start circuit can be a simple manual start
pushbutton, or a complex auto-start circuit. But in almost all cases the following
events must occur for the starting engine to start.
1. The start signal is sent to the starting motor. The air, electric, or hydraulic
motor, will engage the engine's flywheel.
2. The starting motor will crank the engine. The starting motor will spin the
engine at a high enough rpm to allow the engine's compression to ignite the
fuel and start the engine running.
3. The engine will then accelerate to idle speed. When the starter motor is
overdriven by the running motor it will disengage the flywheel.
In marine Larger engines usually heat the block and/or have powerful starting motors
that are able to spin the engine long enough to allow the compression heat to fire the
engine. Some large engines use air start manifolds that inject compressed air into the
cylinders which rotates the engine during the start sequence.
The starting air of 30 bar is supplied by the starting air compressors to the starting air
receivers and from these to the main engine inlet, and through a reducing valve,
compressed air at 7 bar is supplied to the control air for exhaust valve air springs and
to the engine emergency stop system. Through a reducing valve is supplied

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compressed air at 10 bar to main engine for turbocharger cleaning and cooling. Figure
13 shows the overall compressed air starting piping system.
Starting air and control air for the Generator Sets is supplied from the same starting
air receivers, as for the main engine via reducing valves that lower the pressure to the
values specified for the relevant type of Generator Sets. An emergency air compressor
and a starting air bottle are installed for emergency start of Generator Sets.
Diesel engines are started by supplying compressed air into the cylinders in the
appropriate sequence for the required direction. Cylinder valves are opened when
operating air transmitted from the distributor applies pressure to force the valve to
open. As the valve is opened, starting air from the manifold enters the cylinder
applying pressure on the piston and causing the engine to rotate in the corresponding
direction. To close the cylinder valves the connection from the distributor is open to
atmosphere, allowing the spring to close the valve and return the operating piston.
Starting air is shut off from the engine as soon as sufficient starting speed has been
reached, fuel is then applied and engine speed increased.
A supply of compressed air is stored in air reservoirs or 'bottles' ready for immediate
use. Care must be taken when filling the receiver that the air supplied is free of oil or
moisture and is not of excessive temperature. A number of bottles are fitted and their
total capacity must be sufficient to obtain the regulation number of engine starts
without recharging. Up to 12 starts are possible with the stored quantity of
compressed air. 12 starts required for reversible engines and 6 starts for nonreversible
engines. The starting air system usually has interlocks to prevent starting if everything
is not in order.

Figure 13 Compressed air starting system of marine diesel engine

A simple diagram of starting air system is shown in Figure 13. Compressed air is
supplied by air compressors to the air receivers. All air compressors and receivers to
be fitted with suitable safety valves and drain valves. The actual starting compressed
air piping system is plotted in figure 14. 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

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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 passes 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 and
treatment processes.

Figure 14 Actual compressed air starting piping system.

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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.

Figure 15 indicate the combined Starting and control air system common for main
engine as well as auxiliary generators. The starting air of 30 bar is supplied by the
starting air compressors to the starting air receivers and from these to the main engine
inlet ‘A’. Through a reducing station, compressed air at 7 bar is supplied to the
control air for exhaust valve air springs, through ‘B’. Through a reducing valve is
supplied compressed air at 10 bar to ‘AP’ for turbocharger cleaning (soft blast), and a
minor volume used for the fuel valve testing unit. Starting air and control air for the
generators is supplied from the same starting air receivers, as for the main engine via
reducing valves that lower the pressure to the values specified for the relevant type of
MAN B&W four-stroke generators. An emergency air compressor and a starting air
bottle are installed for emergency start of generator sets.

Figure 15 Starting and control air system common for main engine and auxiliary

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7-7. Reversing system

Ship reversing is the direction change of the motions from a head to a stern. It can be
done by reversing the engine direction of rotation, by the controllable propellers or by
reversible gear box. When a gearbox is used with a diesel engine, reversing gears may
be incorporated so that the engine itself is not reversed. Where a controllable pitch
propeller is in use there is no requirement to reverse the main engine. However, when
it is necessary to run the engine in reverse it must be started in reverse and the fuel
injection timing must be changed. Where exhaust timing or poppet valves are used
they also must be retimed. With jerk-type fuel pumps the fuel cams on the camshaft
must be repositioned. This can be done by having a separate reversing cam and
moving the camshaft axially to bring it into position. Alternatively a lost-motion
clutch may be used in conjunction with the ahead pump-timing cam.
The fuel pump cam and lost-motion clutch arrangement is shown in Figure 16. The
shaping of the cam results in a period of pumping first then about 10° of fuel injection
before top dead centre and about 5° after top dead centre. A period of dwell then
occurs when the fuel pump plunger does not move. A fully reversible cam will be
symmetrical about this point, as shown. The angular period between the top dead
centre points for ahead and astern running will be the 'lost motion' required for astern
running. The lost-motion clutch or servo motor uses a rotating vane which is attached
to the camshaft but can move in relation to the camshaft drive from the crankshaft.
The vane is shown held in the ahead operating position by oil pressure. When oil is
supplied under pressure through the drain, the vane will rotate through the lost-motion
angular distance to change the fuel timing for astern operation. The starting air system
is retimed, either by this camshaft movement or by a directional air supply being
admitted to the starting air distributor, to reposition the cams. Exhaust timing or
poppet valves will have their own lost-motion clutch or servo motor for astern timing.

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