Santillan, Jessieloren Santillan, Rexie Santos, John Daniel Sayson, Gerardo Jr.

A basic part of the cycle of an internal combustion engine is the supply of fresh air and removal of exhaust gases. This is the gas exchange process. Scavenging is the removal of exhaust gases by blowing in fresh air.

Fig. Uni-flow Scavenging

Charging is the filling of the engine cylinder with a supply or charge of fresh air ready for compression. With supercharging a large mass of air is supplied to the cylinder by blowing it in under pressure. Efficient scavenging is essential to ensure a sufficient supply of fresh air for combustion.

A build-up of this flammable mixture presents a danger as a blow past of hot gases from the cylinder may ignite the mixture, and cause a scavenge fire. A loss of engine power will result, with high exhaust temperatures at the affected cylinders. The affected turbo-chargers may surge and sparks will be seen at the scavenge drains.

Cylinder oil can collect in the scavenge space of an engine. Unburned fuel and carbon may also be blown into the scavenge space as a result of defective piston rings, faulty timing, a defective injector, etc.

Indications of a scavenge fire are: loss in power and irregular running of the engine, high exhaust temperatures of corresponding units, high local temperature in scavenge trunk, surging of turbocharger, and sparks and smoke emitted from scavenge drains.

External indications will be given by: a smoky exhaust and the discharge of sooty smuts or carbon particles.

If

a scavenge fire objectives arise-

starts

two

immediate

they are to contain the fire within the scavenge space of the engine and to prevent or minimize damage to the engine.

1.

Once a fire is detected the engine should be: slowed down, fuel shut off from the affected cylinders and cylinder lubrication increased.

2.

3.

All the scavenge drains should be closed. A small fire will quickly burn out, but where the fire persists the engine must be stopped. A fire extinguishing medium should then be injected through the fittings provided in the scavenge trunking. On no account should the trunking be opened up.

To avoid scavenge fires occurring: the engine timing and equipment maintenance should be correctly carried out. scavenge drains should be regularly blown and any oil discharges investigated at the first opportunity..

The scavenge trunking should be regularly inspected and cleaned if necessary. Where carbon or oil build up is found in the scavenge, its source should be detected and the fault remedied.

It is one of the most important parts of a marine diesel engine. A fuel injection system does the work of providing the right amount of fuel to the engine cylinder at the right moment. It is also extremely important that the fuel injected inside the engine enters the cylinder at the right combustion situation for the highest combustion efficiency.

Fuel injection is done with the help of cams and camshaft. The speed of the cam shaft is same as the engine speed in a two stroke engine and half the engine speed in a four stroke engine.

As you know the function of a fuel injection system is to deliver fuel to the engine cylinders under specific conditions: at a high pressure, at the proper time, in the proper quantities, and properly atomized.

Fuel Injection System

Solid Injection Type
Jerk Pump System Common Rail System

Air Injection Type

Helix Type Injection Pump

Valve Controlled Injection Pump

The operating principle of most air injection systems has been similar to the one first used by Rudolph Diesel. Fuel oil was metered and delivered by a pump to the atomizer, which was in communication with a high pressure air storage tank supplied by an air compressor, and injection occurred when the injector valve was opened by a cam actuated mechanism. High pressure air then flowed into the engine cylinder carrying along with the metered fuel as a finely atomized spray.

One of the first satisfactory airless injection system was applied to an engine in 1920 by James McKechnie of Vickers. Ltd. Of England. As shown in the figure, oil was delivered by a metering pump to a spring loaded plunger, which was raised by a cam. Tripping of the cam allowed the fuel to be injected into the engine cylinder as the spring returned the plunger to its bottom position.

The Mckechnie Solid Injection System

The Jerk pump system consists of individual fuel injectors for each cylinder. This means that the injection of each cylinder is exclusive of each other. The injector pump is operated once every cycle using the cam and cam shaft.

In order to ensure that the camshaft and the injection runs simultaneously to deliver perfect timing of fuel injection, the barrel and plunger of the injector pumps are selected of appropriated size to suit the engine fuel requirements. The fuel delivery is facilitated with the help of ports in the barrel and slots in the plunger or adjustable spill valves.

All the injector valves are preset to a specific pressure. The needle of the valve lifts exactly to this pre-set pressure, ensuring that the fuel completely atomizes once it enters the cylinder.

Valve Control Discharge Type

Helix Or Helical Edge Pump

The valve control discharge type pump is generally found on slow speed two-stroke engines.

The helix type are found on high or medium speed four stroke engine.

The injector pump is operated by a cam which drives the plunger up and down. The timing of the injection can be altered by raising or lowering the pump plunger in relation to the cam. The pump has a constant stroke and the amount of fuel delivered is regulated by rotating the pump plunger which has a specially arranged helical groove cut into it.

The fuel is supplied to the pump through ports or openings. As the plunger moves down, fuel enters the cylinder. As the plunger moves up, the ports are closed and the fuel is pressurized and delivered to the injector nozzle at very high pressure. When the edge of the helix uncovers the spill port pressure is lost and fuel delivery to the injector stops.

A non-return valve on the delivery side of the pump closes to stop fuel oil returning from the injector. Fuel will again be drawn in on the plunger down stroke and the process will be repeated. The plunger may be rotated in the cylinder by a rack and pinion arrangement on a sleeve which is keyed to the plunger.

This will move the edge up or down to reduce or increase the amount of fuel pumped into the cylinder. The rack is connected to the throttle control or governor of the engine. This type of pump, with minor variations, is used on many four diesel engines.

In the variable injection timing pump used in MAN B&W engines the governor output shaft is the controlling parameter. Two linkages are actuated by the regulating shaft of the governor.

The upper control linkage changes the injection timing by raising or lowering the plunger in relation to the cam. The lower linkage rotates the pump plunger and thus the helix in order to vary the pump output.

In the Sulzer variable injection timing system the governor output is connected to a suction valve and a spill valve. The closing of the pump suction valve determines the beginning of injection. Operation of the spill valve will control the end of injection by releasing fuel pressure. No helix is therefore present on the pump plunger.

In the common rail system, each cylinder doesnt have an individual fuel pump but only one high-pressure multiple fuel plunger pump for all the cylinders. A manifold or rail is where the fuel accumulates at high pressure before entering the cylinders. This common rail supply fuel to all the cylinders.

A timing valve in provided between the rail and the injector to control the timing and extent of fuel delivery. The common rail is also provided with spill valves to release excess pressure. The injectors in a common rail system are often known as fuel valves.

In 1913 Vickers, Ltd. developed the common rail system which became very popular . A multi-plunger pump delivered fuel to an accumulator and header of large capacity with the fuel pressure maintained at about 5000 psi by a relief valve, and the fuel was sprayed into the engine cylinders through mechanically operated injection nozzles. Fuel metering was controlled by varying the period of opening of the injection valves. The first American engine with common rail injection system was built by the Atlas Imperial Diesel Company of Oakland, California in 1919.