Starting of IC Engines

For sure and quick starting following two important

requirements should be fulfilled:
1. Sufficient Speed:
a) There is a minimum speed, which an engine must attain before ignition can
occur and the engine can start firing.
b) There is no definite relation between the starting and operating speed of an
engine. Better the operating condition of engine lower the required starting
speed.

2. Correct Compression Ratio:

a) If the compression ratio is not sufficiently high, the final temperature of the
compressed air charge will again be too low for ignition.
b) Compression ratio can become low in old engine due to bearing wear,
retarded intake valve closure, valve gear wear, and incorrect valve timings.
 Starting Methods
1.Hand Starting:
Used only for small Diesel engines having bore
less than 100mm and one or two cylinders.
Electric Starting:
Electric starting system uses D.C. because it can
be stored in batteries and drawn upon when
needed for starting. After starting, the battery is re-
charged. For small engines, current is supplied by
a storage battery, usually of 6, 12, 16 volts with
110 to 150 AH capacity. Usually Marine Diesel
engines (e.g. Emergency Generator) use storage
batteries of 24 V or sometimes 32 V.
3. Hydraulic starting: Used for slightly bigger engine

4. Air Starting:
Used particularly for large engines (over say 25BHP),
which require considerable energy in short time. The
energy needed to start the engine is stored by
compressing air into one or more tanks. The compressed
air is admitted through an automatic starting valve in the
engine cylinder head when the piston just passed T.D.C.
at the start of the power stroke. The stroke pressure of
the air pushes the piston down and thus turns the engine
over. When the engine is turning fast enough, the
injected fuel ignites and the engine runs on its own
power whereupon the air supply is shut off. Cams on the
camshaft time the opening of the starting valves,
directly or indirectly.
 solas requirments
• Air Quantity:
• According to rules, Air stored in Air Reservoirs
is sufficient for 12 starts of reversible engines
and 6 starts of non-reversible engines.
Starting Air Timing & Diagram:

In all Marine engines directly coupled propeller

shaft, the starting air is admitted successively to
each of the cylinders for a proportion of power
stroke as per the firing order.
To ensure quick and sure start following
requirements are to be fulfilled:
1. At least one cylinder must always be in a starting
position i.e. not too near T.D.C. or B.D.C.
2. Admission of starting air should begin
when crank has passed firing dead centre to
give a positive turning moment in the correct
direction. This is to ensure that there is no
reverse turning which can cause accident.
3. Admission Period: It depends to the type
of engine i.e. two stroke or 4 stroke and the
number of cylinders in the engine. Greater the
number of cylinders, smaller is the angle
between cranks and shorter admission period
for starting air.
 Over lap period

A 4 cylinder 2 stroke engine is

much easier to arrange and
would be adopted. Consider fig,
which is a cam diagram for a 2-stroke engine with 4 cylinders.
The air open period is 150 after TDC to 1300 after dead center. ie.
A period of 1150. This gives 250 of overlap (115-360/4), which is
most satisfactory. Take care to note the direction of rotation and
this cam diagram so that for example, No. 1 crank is 150 after
dead center when the cam would arrange directly or indirectly
open the air start valve .
The firing sequence for this engine is 1 4 3 2
 .
2 This is very much related to
engine balancing and no hard and
fast rules can be laid down about
crank firing sequences, as each
case must be treated on its merits.
It may be useful to note that
for 6-cylinder, 2 stroke engines a
very common firing sequence is
1 5 3 6 2 4 and similarly for 7 and 8
cylinders 1 7 2 5 4 3 6 and
1 6 4 2 8 3 5 7 respectively are
often used
The cam on no. 1 cylinder
is shown for illustration, as
it would probably be for
operating say cam
operated valves, obviously
the other profiles could be
shown for the remaining
three cylinders in a similar
way. The air period for nos.
1,4,3and 2 cylinders are
shown respectively in full,
chain dotted, short dotted
and long dotted lines and
the overlap are shown
shaded.
Starting air overlap
Angle between cranks = Number of degrees in engine cycle
Number of cylinder.
= 360* (Two stroke) or 720*(Four stroke)
Number of cylinders.
= Firing interval.
Two Stroke engine Air admission Period
= Angle between cranks + Over Lap
Four Stroke engine Air admission Period
= 2 x Angle between cranks + Over Lap
Some overlap of the timing of
starting air valves must be
provided so that as one cylinder
valve is closing another one is
opening to ensure a positive
start at all angular position of
crankshaft. In practice air
starting valve are timed to open
at 45 deg ATDC and number of
cylinders is kept sufficient to
permit air shut off at 45 deg
BBDC. 20 deg to 90 deg is good
valve overlap. Minimum amount
of overlap is 15 deg.
Starting air is admitted on the
working stroke and the period of
opening governed by three main
factors.
1. Admission period
should be slightly more
than firing interval.
2. The valve must close
before exhaust
commences.
3. The valve should open
after firing dead centre to
give a positive turning
moment in the correct
direction.
Air starting gears for marine diesel engines

The starting system of an engine will consist of:

1. Relay valve or master valve or automatic
valve.
2. Pilot valve
3. Distributor
4. Air starting valve
Various types of air starting system
• Various types of air starting system are
classified as follows according to method of
actuating air starting valve.
1. Mechanical
2. Mechanical with air check valve
3. Pilot operated a. individual b. rotary
distributor
4. Distributor ( engines with one direction of
rotation )
mechanical
• figure A: The position of rocking
lever roller is controlled by a
lay-shaft. Partial rotation of this
shaft in an anticlockwise
direction swings the rocking
lever roller on to cam, which
will be able to operate the air-
starting valve.

• figure B: The same effect

results by partial rotation of
the rocking lever eccentric
fulcrum shaft.
 Mechanical with air check valve

• Key: 1: Air starting cam. 2: Push rod for air start valve. 3: Tappet adjustment.
4: Air mechanical starting valve. 5: Air starting check valve with cage.
The mechanical system has a serious disadvantage. As starting air valve is kept physically
open by the rocker arm, there is explosion risk if fuel is injected in the cylinder at this time.
To avoid this, a check valve is incorporated in the system. Air starting valve, which is
operated is not situated on cylinder head but is situated in the airline before a check valve.
Which is situated on the cylinder head and opens into combustion chamber. This prevents
backflow of air in case a cylinder fires while the main air-starting valve is open. The
arrangement is shown in the figure
Starting air system.
Automatic valve

sulzer
• Master Air
Starling Valve:
• The automatic starting air stop
valve serves to open or close
the admission of air to engine
starting line. The duty of this
valve is to pressurize the
starting air line adjacent to
cylinders only during a very
brief period of air starting. For
the most of the time the pipe
line ahead of the stop valve
remains vented. The
incorporation of a stop valve
prevents a blow back of hot
gases from the cylinder into the
air bottle in case of a cylinder
starting valve is jammed in the
open position.
The figure (134) shows the
construction of such a valve.
There is an auxiliary spring
loaded non-return valve with
flame trap which prevents a
blow back in the reverse
direction. The valve is balanced
by air pressure acting at the
annular space and by leak off
at the underside of the valve.
The opening of the valve
coincides with the venting of
the space beneath the valve.
Air from the main bottle forces
the main valve to open against
the spring pressure. A hand
wheel is provided which can be
used for opening and closing in
case the automatic operation is
affected.
The Sulzer Automatic valve
New type
1. Description
The automatic starting air shut-off valve blocks
off or releases the starting air to the engine. It
can be put in the following positions by means
of a hand wheel:
— manually closed
— automatic
— manually opened.
• With the engine shut
down, the valve spindle is
screwed up into the closed
position, holding the valve
closed against the seat.

• When the engine is

prepared for starting, the
valve spindle is moved to
the automatic position. The
spring holds the valve shut.
• When the start air isolator
at the air receivers is
opened, air enters the valve
body and flows to the
underside of the valve
through the balancing
bores.

• The air pressure on the

underside of the valve
prevents the valve opening.
•
• When an air start signal is
given, the control valve
opens and the space under
the valve is vented.

• The air pressure acting on

the top surfaces of the
valve overcomes the spring
force and the valve opens.
• The valve can be
tested by opening the
test valve. In an
emergency it can be
manually operated.
• The valve outlet
incorporates a non
return valve. A
pressure gauge
connection and a
manual venting valve
are fitted to the valve
body (not shown).
 Individual pilot operated (Axial)
• The pilot operated system is
illustrated in the figure above.
The camshaft actuates the
pilot valve rather than the
large air-starting valve in the
engine head. A branch line
leads from the starting air
valve to the pilot valve;
another line leads from the
starting air valve to the air
header.
• The air valve in the piston is a
balanced valve, as shown.
Pressure, rather than the
rocker arm, opens the valve.
The MAN B&W Axial Air Start
Distributor
This distributor is used on the mid
sized range of MC engines (600 &
700mm bores). The starting air
distributor is mounted on the aft
end of the engine and is driven
directly from the aft end of the
camshaft. It consists of a set of
cams which can be moved axially
by means of a pneumatic
servomotor so that either an
ahead or astern profile is lined up
with the pilot valves which are
arranged either side of the cams
in valve blocks.
When a start signal is received,
the starting air distributor is
pressurized and the spring-loaded
distributor valve slides are forced
towards the cams because of the
difference in diameters
• Those valve slides which
are resting on the lowest
section of the cams allow
pilot air to pass through the
bores in the starting air
distributor to the chambers
above the operating pistons
in the starting valves, which
will open, allowing air into
the cylinders.
• The engine will now rotate
on starting air.
• When FUEL is ordered, the
air start signal is vented,
and no further starting
valves will open
• Those distributor slide
valves which already rest
on the lowest section of
the cams are kept down
on account of the air
trapped between the
different diameters. This
allows those starting
valves which are already
open to finish their
operation
• When the cams lift the
distributor slide valves at
the end of the starting
period, the pilot valve
assembly vents
 Rotary Distributor Pilot Operated (Radial)
• One cam that operates all
of the pilot valves for the
engine rather than an
individual cam for each
starting air valve.
• Note: When air pressure
is supplied to the pilot
valves, the pressure
exerted on land ‘A’
causes the pilot valve to
move down and follow
the cam contour. Springs
keep the valves off the
cam during normal
operation.
The Sulzer Air Start Distributor
• The air start distributor is driven from the main camshaft. The pilot valves, one for
each cylinder, are arranged radially around a cam profile. When not in use, the
pilot valve followers are held off the cam by springs.
• When an ahead start signal is given, air at 30 bar enters the space above the
servomotor piston, and passes through the start cut off valve to actuate the
pneumatic valve, which allows air from the air start manifold to the pilot valves.
The air pushes the pilot valves against the cam, and when each pilot valve is on the
base of the cam, air can pass through to operate the main air start valve. As the
cam pushes the pilot valve into the closed position, the line to the main air start
valve is vented
• The Starting air distributor can be seen at the top of the
picture above the local manoeuvering stand. It is driven
from a vertical shaft via spur gears from the camshaft.
• Close up of air start distributor
MAN B&W Radial Air Start
Distributor
• There is one pilot valve
for each air start valve.
Each pilot valve has 3
inlet ports and one
outlet port. When the
engine is required to
start, Pilot air at 30 bar
from the main air start
manifold is led to the
middle inlet port.
• The air cannot pass
through the pilot valve
at this point because
the port is shut off by
the operating piston on
the valve slide
• If the engine is required
to start ahead then
control air at 30 bar
from the air start
manifold is led to the
top port. This acts on
the top of the operating
piston of the valve slide
and forces the valve
slide down onto the
inner cam profile. As the
slide moves downwards
to admit pilot air to the
air start valve, the top
port is closed off and
the main pilot air now
acts on top of the
actuating piston. As it
does this, the pilot air
passes through the exit
port to actuate the air
start valve in the
cylinder.
• As the cam profile
moves the valve slide
upwards, the piston
on the operating slide
closes off the pilot air
and air to the air start
valve is vented
through the centre of
the valve slide.
• For astern operation
the action is similar,
but this time the
control air enters
through the lower
port
• Photo shows distributor mounted on end of camshaft. This is
for a 12 cylinder engine, there is another distributor at the
other end of the camshaft for the other 6 cylinders. No cover
was removed to take this picture; There is actually a perspex
window, so you can see the distributor!
• The larger MC engines use a radial air start
distributor operated by two cams fixed on the
end of the camshaft. The pilot valves,
arranged radially in a housing, are either
pushed by the pilot air onto the inner cam
profile when starting ahead, or onto the outer
profile when starting astern. When not in use,
a spring holds the pilot valve follower clear of
both profiles, thus reducing wear
THE AIR START PILOT VALVE
• The L58/64 (L48/60,
L40/54) and the V
versions of the engines
do not have an air start
distributor to open the
air start valves in
sequence. Instead each
cylinder has a pilot valve
and an operating cam
mounted on the main
camshaft (see photo).
• The start sequence is
underway. Pilot air flows
through bores in the shuttle
valve plunger and escapes
through the pulse pipe. Due to
the difference in air pressure
the shuttle valve plunger is in
the lower position and the air
start valve operating cylinder is
vented.
• As the cam turns the exit
from the pulse pipe is
restricted by the cam profile.
The pressure under the
shuttle valve plunger
increases and due to the
difference in areas the
plunger now lifts allowing
pilot air to operate the air
start valve.
• At the end of the
opening angle for the air
start valve, the
underside of the shuttle
valve plunger is vented
through the pulse pipe
and the valve closes
allowing the air start
valve pilot air to vent
 Distributor
This figure is for a six-cylinder engine, which has six
starting lines. The airlines on plate 2 are attached to and
lead to the individual cylinders. Consider a stopped
engine.
The air pressure from the air supply line flows through
plate 1 and plate 2 to the engine. Note that all the
airflows from the air supply line. The hole in plate 1 will
line up with a hole in plate 2 on the engine- starting
stroke, allowing air to flow through the plate the engine.
As the engine moves, the camshaft turns, moving plate 1
to line up with another opening on plate 2, thus allowing
that cylinder to receive the starting air. The air goes to
the starting air valve and into the engine.
The Air Start Valve
Air Starting Valve (B&W Engine Type)
THE MAN B&W AIR START VALVE
• The valve is fitted into the
cylinder head. It is opened by
control air from the starting air
distributor.
• The valve shown is from a slow
speed MAN-B&W two stroke
engine but a lot of modern
engines have valves working on
similar principles and design
How it works
• Main starting air at about 30 bar
from the manifold enters the
chamber above the valve via the
circumferential ports in the valve
body.
• The air pressure will not open
the valve because a spring is
holding the valve shut, an the
area of the balance piston is the
same as that of the valve lid so
the valve is pneumatically
balanced
• When the valve is required to
open, air at 30 bar from the air
start distributor enters the top
of the valve body and acts on a
piston. This force overcomes
the spring force holding the
valve shut, and the valve opens.
When the air signal from the air
start distributor is vented, the
spring closes the valve
• When the start sequence is
finished the main air start
pressure is vented through
holes in the main start air
manifold
 Starting air interlock

A number of interlocks are provided in

connection with the air starting system to
safeguard the engine and personnel.
These are:
1. The turning gear interlock valves which are
arranged to shut off the starting air pilot line
when the turning gear is engaged, thus
preventing the engine being started.
2. To prevent operation of the starting air
system whilst the engine is running, a pilot air
interlock valve is operated by the main control
lever. The valve remains open during the starting
sequence, i.e. until the main control lever is
moved just beyond the starting position, but
remains closed after this point and does not
open again until the main lever is moved back to
the stop position.
 3. A mechanical interlock, is provided in the
control box to prevent the main control lever
being moved beyond the starting position while
the starting air lever is in either the ahead or
astern starting position.
4. Another mechanical interlock is provided to
prevent the main control lever being moved
until starting air is admitted to the cylinders.
This prevents fuel being admitted to the
cylinders when the engine is at rest.
 Camless starting

• Electric Controlled Pulse Transmitted Engine Air Starting Valve.

• The usual starting air pilot valve and as mentioned before the reversible
camshaft are not required.
Basic starting air system
The MAN B&W L 58/64 Start Air
System

To be able to understand the diagrams it is

necessary to understand how the pneumatic
symbols "work".
For those students unfamiliar with them, the
following explanation should help
• Shown opposite is a
basic pneumatically
operated, spring
return 3/2 valve (3
ports, 2 positions).
Its normal position
is shown, which in
this case, is with the
air to the process
shut and the
process vented.
When the operating
air signal is applied,
the whole valve is
moved downwards
and the air can flow
through the ports to
the process.
• With reference to the diagram above: The isolating valve from the air receiver is
open. Air at 30 bar flows to the automatic valve (4) which is closed. Air also flows
to control valve (2) which is also closed. As long as the turning gear is out, air can
also flow to the start control valve (1)
• When a start signal is applied to the control valve (1) an air signal operates
control valve (2). The air can now flow to the pilot valves, to control valve (3)
which vents the automatic valve (4) which now opens allowing air to flow to the
air start valves mounted in the cylinder head. Air will also flow to the governor
booster servo, pulling the fuel pump control linkage to the zero position so that
no fuel is injected whilst start air is admitted to the cylinders. When the pilot
valve cam is in the correct position (i.e. as the piston comes over TDC on the
power stroke),
• air flows through the pilot valve to the operating piston of the air start valve
opening the valve and allowing the compressed air into the cylinder forcing the
piston down and turning the crankshaft. Just before the exhaust valve opens, the
pilot valve will vent, and the air start valve will close. By this time another air start
valve will be open, allowing the engine to accelerate to firing speed, at which valve
(1) will vent, control valve (2) will vent, the automatic valve (4) will shut and the
governor will operate the fuel racks to allow fuel to be injected into the cylinders
• The emergency stop shown is independent of the governor stop signal. It can be
operated by hand or from the engine shut down system (overspeed etc). If
operated, an air signal opens a valve allowing compressed air to servo cylinders at
the back of the fuel pumps which zero the fuel racks
 The Sulzer RTA Air Start System
Illustrated is a Sulzer RTA Air Start System. These do vary depending on the
type of engine, so if you've had experience of one, it might be slightly
different to the one illustrated here.
Start at the air receiver and open the valves. Air at 30 bar flows to the
automatic valve which is in the automatic position. air flows via the
turning gear interlock to the control valves for engine starting. If the
turning gear is engaged, then the control air won't get past the interlock.
The captain wants to start the engine ahead. As he moves his little lever on
the bridge, an electrical signal operates the start solenoid valve and the
ahead solenoid valve. This allows control air to open the respective
pneumatic control valves. Air flows to the control valve on the automatic
valve allowing air under the piston to vent and thus open the valve. Main
start air then flows through the non return valve to the air start manifold.
At the same time air from the direction control valve flows to the
air start distributor. This moves the distributor servo piston
into the ahead position, flows through the start cut off valve
and operates the control valve to allow air from the air start
manifold to operate the pilot valves.
Dictated by the distributor cam, air flows from the pilot valves in
sequence to the control valves for the individual air start
valves mounted in the engine cylinder.
After a set period of time (10 seconds), or when the engine has
reached firing revs (whichever comes first), the start air is cut
off and the governor puts fuel on the engine.
MAN B&W MC Air Start System
The diagram shows the
valves in position
whist an ahead start is
in progress. There are
two control levers (not
shown); a stop-start-run
lever and an
ahead/astern lever.
Valve 1, the stop signal
solenoid valve is
activated throughout
the air start sequence.
This operates valve 5,
which in turn
operates valve 8 which
puts an air signal on
the fuel pump
puncture valves,
preventing high
pressure fuel being
pumped to the
injectors.
It also sends an air signal
to operate valve 13
which will allow 30 bar
control air as far as
valves 12 and 14 when
valve 16 is operated.
The direction lever in
the control room
is set to AHEAD.
This activates
solenoid valve 2
which sends a
signal to operate
valve 14 which will
allow 30 bar
control air to the
distributor when
valve 16 is
operated.
It also operates valve
11 which allows
air to the fuel
pump cam
follower servo
motor.
When the lever is
moved into the
start position, it
activates solenoid
valve 4. This
operates valve 6
which in turn
operates valve 9.
This allows air to
operate the
automatic valve.
Should solenoid valve
15 be activated,
then only the slow
turning valve will
open.
Valve 16 is also
activated allowing
30 bar air to the
start air
distributor.
When the lever is
moved to the
run position,
solenoid valves 1
and 4 are
deactivated and
vented.
This causes valve 8
to vent, shutting
the fuel pump
puncture valve.
Valve 13 also vents,
as does valve 16,
venting thw air
start distributor.
Valve 16 moves
across allowing
control air to
shut the
automatic and
slow turning
valves.
Points to Note:
Valve 6 has a 1 second
delay timer fitted.
This allows the main
starting valve to
remain open, so as to
supply air to those
cylinders that are in
the start position.
There is a manual shut off
valve fitted between
the air start manifold
and valve 16 for
maitenance puposes.
The fuel pump reversing
servo motor is fitted
with relief valves and
restrictors to dampen
operation.
Valve 7 is vented by
engaging the turning
gear. This prevents
start sequence taking
place.
 Operational Information
The Air Start System: How An Engine
Starts On Air
Large Marine Diesel Engines are started using high
pressure compressed air. The air is admitted into the
cylinder when the piston is just past TDC and continued
until just before the exhaust valve opens. There is
always more than one air start valve open: - a situation
known as overlap. This ensures that the engine will
start in any position. The opening of the main air start
valves is controlled by a set of pilot valves located in
the air start distributor, which in turn are timed to
operate by a drive linked to the main camshaft. In the
example shown, a small camshaft is used to control the
opening and closing of the air start pilot valves
• The animation below shows the sequence of
operations.
• The drawing shows the principle of operation
of an air start system. Large air receivers are
used to store the compressed air. The diagram
shows the isolating valve open so air is being
allowed as far as the automatic valve and the
air start control valve.
• When the engine is required to start, a low
pressure air signal is sent to the air start
control valve (which can also be hand
operated in an emergency). The air pushes a
piston down which opens the valve and allows
high pressure air to flow to the pilot valve and
the automatic valve operating pistons.
• The pilot valve is forced down onto the cam
profile and the automatic valve opens and
high pressure air is led to the main air start
valves and the pilot valve. When the pilot
valve cam follower is on the lowest point on
the cam, air flows to the operating piston of
the main air start valve for that particular
cylinder, opening the valve and allowing high
pressure air to flow into the cylinder.
• When the pilot valve is lifted by the cam, the
pilot valve vents and the main air start valve
closes. When the start air signal is taken off
the air start control valve, the system vents
and the automatic valve shuts.
• An interlock blocking valve will operate, for
instance if the turning gear is left in, and this
will stop high pressure air from reaching the
air start control valve and thus either the
automatic valve or the pilot valve.
• A slow turning valve is fitted. This will open
instead of the main automatic valve if the
engine has been stopped for more than 30
minutes during manoeuvering. It will only
supply enough air to turn the engine over very
slowly;
• This is a precaution in case a cylinder has had
oil or water leak into it which would cause
damage to the engine when starting. If the
engine completes a full revolution on the slow
turn, then the main automatic valve opens
and the engine will start. (note: The operating
system for the slow turning has been omitted
for simplicity).
• International Association of Classification Society rules state:
• In order to protect starting air mains against explosion arising from
improper functioning of starting valves, the following devices must be
fitted:
• An isolation non-return valve or equivalent at the starting air supply
connection to each engine.
• A bursting disc or flame arrester in way of the starting valve of each
cylinder for direct reversing engines having a main starting manifold.
OR
• At the supply inlet to the starting air manifold for non-reversing
engines
• Devices under (ii) above may be omitted for engines having a bore not
exceeding 230 mm.
• The system may also be provided with a relief valve.
REVERSING
 Reversing system

For direct propulsion marine engines, there are

three basic types.

1. A sliding camshaft
2. A reversing latch
3. A rotating camshaft
 Sliding camshaft
• The rocker arm roller is in constant contact with the cam, either the ahead
cam or the astern cam. When the engine stops, the camshaft moves in a
lengthwise direction. A ramp between the head and the astern cams
allows for constant rocker arm roller contact. There may be cam followers
with pushrods that lead to the rocker arms. This type of reversing system
is used on two and four-stroke cycle engines.
 Starting And Reversing
Four Stroke Medium Speed Engine
Reversing Principle
•Most medium speed engines are unidirectional (i.e they only rotate
one way).
•This is because they either are driving an alternator, or
•Because if they are used as direct main propulsion they tend to be
driving a controllable pitch propeller.
• In the case where the engine is reversing, then the camshaft has
two sets of cams, one for ahead operation, and one for astern.
•The fuel pump, inlet and exhaust valves must all be retimed for
astern running
• To reverse the direction of the engine, pressure oil is led to
one side of a hydraulic piston which is coupled to the
camshaft. The whole camshaft is moved axially and the cam
followers slide up or down ramps which connect the ahead
and astern cams
 Reversing latch
The side view
in the figure
shows that there
are two rollers
on the reversing
latch cart. The
camshaft does
not move, but
the reversing
latch, as it is
called, does.
By moving the
reversing latch,
the roller is
allowed to
engage with the
cam.
 Rotating camshaft
In a two-stroke
cycle engine, the
same fuel cams may
be used for ahead
and astern
operations of the
engine. This is
accomplished by
rotating the
camshaft by means
of a reversing
servomotor,
actuated by
lubricating oil
pressure.
Lost motion cam diagram
Consider the engine position to be
dead centre Ahead with the cam
peak centre line to be 55° after this
position, anti-clockwise ahead
rotation, for correct injection
timing ahead. If now the engine is
to run astern (clockwise) the cam is
55 + 55 = 110° out of phase. Either
the cam itself must be moved by
110° or while the engine rotates
360° the cam must only rotate 250°
(110° of lost motion). Note the
symmetrical cam 75° each side of
the cam peak centre line made up
of 35° rising flank and 40° of
dwell.
• The flank of the
cam is shown on an
enlarged scale in
Fig.. It will be
noted that the 35°
of cam flank is
utilised for building
up pressure by the
pumping action of
the rising fuel
pump plunger (14°)
for delivery at
injection 10° before
firing dead centre
to 8° after firing
dead centre, and 3°
surplus rise of flank
for later surplus
spill variation.
MAN B&W Reversing Principle
If the engine direction is
reversed at this point, then
air will enter the
pneumatic cylinder as
shown and will move the
piston to the right. The
cam follower will be moved
across and would finish in
the position shown which
would be at the correct
fuel pump timing for
running astern.
It should be noted that the
reversal of the follower
only takes place while the
engine is rotating. If the
engine had been stopped
from running ahead, and
then started astern, the
fuel pump followers would
move across as the engine
starts to rotate, and before
the fuel is admitted by
venting the fuel pump
puncture valves
• A micro switch shown
on the LHS detects
whether the follower
has moved across. If
not, an indicator light is
lit in the control room,
However the engine
will still start if a
follower fails to move,
perhaps due to
corrosion in the servo
cylinder. A high exhaust
temperature deviation
alarm would operate
within a short time.
Allowing the engine to
start in this situation
could be useful during
manoeuvring in
confined waters.
• The fuel pump cam on the
MAN B&W MC series
engine is designed to raise
the plunger on the injection
stroke and then keep the
plunger at the top of its
stroke while the follower
stays on the peak of the
cam until just before the
next delivery stroke when
the follower returns to the
base circle of the cam, and
the fuel pump plunger
moves down on its suction
stroke.
• The animation on the left
shows the cam follower just
beginning to move up the
slope of the cam with the
camshaft rotating in
anticlockwise direction. (i.e.
start of injection)
Air Start Explosions and Safety
Devices
Air Start explosions occur during
a start sequence, when oil,
which can accumulate in the
air start receivers or on the
surface of the start air lines,
becomes entrained with high
pressure air in the air start
manifold and is ignited.
As normal with large marine
diesel engines, compressed
air was used to start the engines
by admitting it into the
cylinders in sequence using
main air start valves, the
timing being controlled by
camshaft operated pilot valves
After starting the system was vented through 3/8 “
(10mm) copper drain lines.
Because some of the air start valves were defective and
not seating properly, products of combustion and
unburnt carbon leaked past the valves and used to
choke the drains on the air start venting system.
The source of
ignition for these
explosions can
be attributed to
one of the
following:
1. A leaking air start valve.
Whilst the engine is running,
the hot gases produced as
the fuel burns in the
cylinder (at above 1200°C)
leak past a valve which has
not re-seated correctly.
The branch pipe to the air
start manifold heats up to
red heat.
If the engine is stopped and
restarted before the pipe
has time to cool, any oil
vapour in the air can be
ignited and an explosion
can result if the mixture of
oil/air is correct.
2. Fuel leaking into the cylinder whilst
the engine is stopped.
When the engine then undergoes a start
sequence, and builds up speed, the
fuel which has leaked into the
cylinder vaporises and the heat from
the compression of the air in the
cylinder, as the piston rises, ignites
the fuel.
When the air startvalve opens as the
piston comes over TDC, the pressure
in the cylinder is higher than the air
start pressure, and the burning
combustion gases pass to the air start
manifold, igniting the oil entrained in
the air.
3. A recent theory by ClassNK has
concluded that the principal cause of
explosions in starting air manifolds of
marine engines is probably the auto
ignition of oil deposited on the inner
surface of the manifold, not backfire
from cylinders as previously thought.
Auto-ignition conditions occur
because of the high
Temperature generated by the rapid
inflow of high-pressure air, says
the research.
This incoming air compresses air
downstream of the main starting
valve, causing its temperature to
reach as high as 400°C which in
some cases causes oil deposits in
the manifold to self-ignite
leading to an explosion.
ClassNK has adapted its safely
requirements for a starting
system to account for the
findings.
It now requires the fitting of rupture
discs to the manifold on engines
with a flame arrester in each
branch pipe leading to the
cylinders.
This is beyond IACS unified
requirements, which account for
cylinder backfire as the cause of
starting air manifold explosions
 To minimise the risk of
explosions, the oil carry over
from the compressor should
be reduced to a minimum.
Class regulations require that
the air compressor’s air
intakes are located in an oil-
free atmosphere, and a
drain/filter for intercepting
oil/water mist is fitted
between compressor
discharge and air receiver.
There must be complete
separation of compressor
discharge and starting air
supply to engines at the
receiver which is fitted with
a drain and a relief valve.
The air start system must be
protected with a non return
valve at the starting air
supply to each engine.
This is normally part of he
automatic valve which
opens when an air start is
initiated.
In addition to this IACS
require that
For direct reversing main
engines >230 mm bore
flame arresters or
bursting discs are
required for each
cylinder fitted
between the cylinder
start air valve and the
manifold.
For non-reversing and
auxiliary engines >230
mm bore a single
flame arrester or
bursting disc is
acceptable fitted at
the supply inlet to the
starting air manifold.
Although not part of IACS
regulations, a relief
valve may be fitted to
the manifold where
flame arrestors are
used instead of
bursting discs.
Unsatisfactory practices
which have led to
explosions in the air start
system include:
. ‘Tell tales/drains’ at each
end of the starting air
manifold found to have
been blanked oft with
screwed plugs.
. Failure to drain starting air
receivers and starting air
pipes at regular intervals
or before manoeuvring.
Failure to check for leaking
air start valves.
Failure to maintain starting
air valves and systems
strictly in accordance with
manufacturers
recommended practices.
Failure to maintain fuel valves
correctly.
SAFETY DEVICES
Flame Arrestors
The flame trap is
manufactured from brass
or aluminium alloy which
both have a high specific
heat capacity.
A number of holes are bored
through the thick circular
form to allow the air to
pass through.
They are fitted in the main air
line immediately before
the “ air start valve to
restrict the risk of a flame
in the cylinder
propagating back to the
main air start manifold,
by dissipating the heat
energy in the flame.
Bursting Disks
The safely cap consists of a bursting
disk enclosed by a perforated
cylinder and a perforated cover in
order to protect any bystanders,
in the event of a burst.
The cover is fitted with a tell tale,
which shows if the bursting disc
has been damaged.
If the bursting disc of the safety cap
is damaged due to excessive
pressure in the starting air line,
overhaul or replace the starting
valve which caused the burst, and
mount a new disk
If a new disk is not available or can
not be fitted fitted immediately,
then the cover can be turned in
relation to the perforated cylinder
in order to reduce the leakage of
starting air.
Relief Valve
The sketch shows a relief
valve as fitted to the air
start manifold of sulzer
RTA two stroke engines.
Its purpose is to release
excess pressure in the air
start manifold.
It consists of a spring loaded
valve disk which locates
on a mating seat which is
bolted to the end of start
air manifold.
When the force exerted on
the disk due to excessive
pressure is grater than
the spring force holding
the valve closed, the
valve will open.