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Simulation of large marine two-stroke diesel engine operation during fire in

the scavenging air receiver

Article  in  Proceedings of the Institute of Marine Engineering, Science, and Technology. Part A, Journal of marine engineering and technology · September 2003
DOI: 10.1080/20464177.2003.11020170

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 Sιmulation of large marine two-strol<e diesel engine operation during fire ßη the scavenging air receiver

Simulation of large mαd ne tιvo-strol<e

diesel engine opeΓation duri ng fi re ßη
the scavenging air Γeceiver
AG Liyanos, Groduote Studenξ G lheotokatos, Research Engineer, ond
Professor ΝΡ Kyrεatos, οΙΙ of the Loborotory of Morine Engneering Nationa/ Technicol
Unlversity oΓAthens Greece

The operation of α large two-stroke marine diesel engine during fire ßη the scavenging air
receiverwas investigated through simulation, Α detailed performance prediction code for
reciprocating engines was used, exiended lvith α model capable of simulating fires ßη
scavenging spaces. Simulation runs of several cases of flre were performed, includingthe
case of α severe flre which caused turbochargeΓ compressor surging and flow reversal. The
case of engine slow-doι,,rn during α severe fire ivas also examined revealing that, under
ceιtain conditions, the engine cannot be stopped. Βγ analysing the simulation results, αη
insight into the effects of fire ßη the scavenging space οη the operation of the engine and
turbocharger \vas obtai ned.

ΙNTRODUCTΙON
ngine simulation codes are widely used during the
design, development and optimisation of the recip-
rocating internal combustion engine. Especially ßη
recent years, the increased complexity of engine
configurations - ßη conjunction rvith the introduction of elec-
tronic systems for controlling the various engine parameters -
necessitates the extensive use of detailed engine simulation
AUTHORS, BΙOGRAPHΙES
George Livanos received α diploma ßη ηαναΙ architeglure and
marine engineering from the National Technical University of
Athens (ΝΤυΑ) ßη 2002. He is studying toιllards α PhD degree
ßη the field of exireme operation paΓameteΓ engines.
codes during the engine design procedure, ßη order to reduce the
engine development time and cost.
Such engine simulation codes òαη be used, not οηΙγ for
matching the engine ιryith its turbocharger, testing various en-
gine controllers and possible design options, but also for inves-
tigating complex phenomena ,which may occur during engine
operation. Thus, engine simulation tools are suitable alterna-
tives for eyaluating engine operating conditions ßη cases ιryhere
experimental measurements rryould be difficult due to high cost
and safety risk.
Ιη the case of fire ßη scavenging spaces, the results from
simulation can contribute ßο the better understanding of the
behaviour ofthe engine and its iurbocharger under such condi-
tions, and can further assist ßη the design ofappropriate meas-
ures for minimising the adverse effects.

Gerasimos Theotokatos graduated from the Department of

Mechanical Engineering, (ΝΤυΑ) ßη Ι994. He obtained α Doòtor
ENGΙNE SΙMULAΓION MODELS
The unit modelled ßη this work is a7arge, slorv-speed, nine-
of Engineering degree from ΝΤυΑ ßη 200 Ι ιn the discipline of
cylinder, two-stroke, uniflo,py-scavenged marine diesel engine
madne engineenng. Since Ι 996, he has been working οη research
that is directly coupled to the ship's propeller. The engine
and development projects with the Laboratory of Marine
employs the constant pressure turbocharging system and is
Engineering of ΝΤυΑ.
equipped rviththree turbochargers, One air cooler is connected
after each compressor. Iη addition, electrically-driven blo,,vers
Professor Nikolaos Ρ Kyrtatos is Head of Division and Director
are mounied οη eitherend of the scavenging airreceiverto allorry
of Laboratory of Marine Engineering, (ΝΤυΑ), Greece. He is
adequate scavenging at part load engine operation, (Fig 1).'
President of ClMAC-lntemational Council οη CombuÞion Engines
The scavenging air receiver is bolted οη to the cylinder
(200 |-2004), and his other qualifications include α BSc from the
blocks and communicates ,with the cylinders through circular
University of Nev,rcastle υροη Tyne (Ι975), and DlC, PhD,
openings. Scavenge αßτ exiting the air coolers enters the receiver
lmperial College, University of London (Ι979),
through openings located at the lorver part of the receiyer. Valve

Νο. Α3 Journal of Manne Engineering and Technology

 Simulation of large marine two-stroke diesel engine operation during fire ßη the scavenging air receiver
housings are placed at the bottom of the receiver aboye the αßτ
inlets from the coolers. Each valve housing has α number of
non-return valves (flap valves), to prevent backJlory to
cooler ιvhen the auxiliary blorη,er is ßη operation, (Fig 2). '
Fig l:The motion of scavenge air (white arrows) and axhaust
gases (black arrows) through the engineI
AUXΙLΙARY BLO\VER
Fig 2: The scavenge air and the valve housing, mounted ßη the
bottom of the receiver'
The basic characteristics ofthe engine are given ßη Table Ι,
,whereas the engine configuration is shorryn ßη Fig 3.
For the prediction ofengine performance under steady state
and transient conditions, α very detailed code has been devel-
oped and used for α number of years.2 The code is flexible,
allowing the simulation of α variety of engine configurations
including four-stroke, trvo-stroke, diesel, gasoline, natural gas,
turbocompound engines, etc. The code is of 'control volume'
(filling and emptying) type but it can also estimate the one-
dimensional florv effects inside the engine manifolds, based οη
apseudo one-dimensional pipe model. Αη engine configuration
is built υρ using α number of basic engineering elements such
EXHAUST VALVES
CYLΙNDERS
PoRτS
VOLUMES ΒΕΝΕΑΤΗ CYLΙNDERS
OUTLET PORTS Ot SCAV. RECEΙVER
Fig 3: Engine con{iguration for overall
simulation
ιΟ
as flοιη, receiyers (cylinders, plenums), flo,w controllers (valves,
compressors, turbines, heat exchangers, pipes), mechanical
the elements (crankshaft, shafts, gearboxes, clutches, shaft loads),
and coniroller elemenis (speed governor, PID controllers). Α
turbocharged engine can be modelled as several flo,w receiver
elements (control volumes) interconnected by flοτν controller
elements. The outside environment is regarded as α fixed fluid
element (constant pressure, temperature and chemical compo-
sition). Ιη addition, mechanical connections are setbetlveenthe
cylinders and the crankshaft, rvhich can be connected to αη
external load νßα α gearbox and/or clutch. Α speed governor
element can be used for the control of the fuel rack position
which, ßη turn, deiermines the amount of fuel injected into the
engine cylindΘrs, ßη order tο regulate the engine speed around α
desired set-point.
The overall engine configuration used for simulation is
sho,wn ßηFig 3. Specifically, the scavenging air receiver
is modelled as α constant volume plenum and the spaoes
beneath the cylinders are modelled as variable yolume
plenums.
The flapper valves, rvhich are fitted οη the inlet side of the
receiver, are modelled as yariable-orifice, non-return valves.
The cylinder ports are modelled as variable-opening valves
controlled by the crank/piston geometry. Each air cooler is
modelled using α plenum to account for its yolume as ινεΙΙ as α
heat exchanger element to account for its thermal exchange
function.
For examining the behaviour of the engine and its turbo-
charger ßη cases rvhere compressor surging occιrrs, α compres-
sor model capable of predicting the compressor dynamic behay-
iour - including cases of turbocharger compressor operation
beyond the surge line - had previously been incoφorated ßηtο
the code.3 Βγ using this model, the code also provides more-
realistic predictions for the compressor dynamics behayiour
Table Ι : ΜΑΝ B&W 9K9OMC characteristics
TURBιNES
COMPRESSORS
VOLUMES ΟF ΗΕΑΤ EXCHANGERS
ΗΕΑΤ EXCHANGERS
Journal of Marine Engineering and Technology Νο. Α3
 SimuIation of large marine two-stroke diesel engine operation during fire ßη τhe scavenging air receiver

because the inertia of the air contained ιηυßthßη the compressor

passages, and also the change of the compressor characteristics ,,
Mdi"..l =
4.184.ι000
from their steady-state form during transients, are taken ßηßο 14s6
account.a,5
ουο * rο o.gl t - ι ηs.ι ηL + zz.zzgt- 0.05 1 s Ι
- 26.6 4]
MODEL Οt FΙRΕ ΙΝ SCAVENGΙNG AΙR
1

[-η.,
RECEιVER τ= Τ/ 1000, ιryhere Τ is the temperature of fuel[K]
Under normal conditions, the used lubricating οßΙ and αηγ
unburned fuel collecting ßη the under-pision scavenge space is InthepresentwoÞ amodelrvas developedbasedonthedescription
drained continuously through α drain pipe to α dedicated scav- of scav.enφfirephenomenonpresentedinWhaιton.6 Thus thefire inthe
enge drain tank. Blockage of ιhis pipe increases the risk of scavenge.òpa.Φs wasconsiderediobeahealrelease-ratefuncýoη which
scavenge fire due to accumulation of used lubricating οßΙ and is defined using tkee indφendent pamrnete§ iFig 4):
sludge ßη the scavenge space. If flakes of burning or glowing Ο The maximum equivalent burning rate of sludge ( þ ).
"ο,.υ*
carbon deposits drop into the οßΙ sludge at the bottom of the
Ο The duraction ( Δτ, ) of the initial phase of fire, rvhere the
scavβnge air box, ihe sludge can be ignited and serious damage
can be done to the piston rod and ιhε walls of the scavenge air burning rate increases linearly.
box. Ο The duration ( Δt,1 ofthe steady-sτate final phase offire,
IgniÜon of carbon deposits ßη the scavenge air box can be rryhere the burning rate is constant.
caused by:1,6
1. Prolonged blorv-by.
2. 'Slory combustion' ßη the cylinder, orving to incorrect
atomisation, or 'misaligned' fuel jets. kεs
3. 'Blorv-back' through the scavenge airports, o,wing to αη
incorrectly adjusted exhaust cam disc or large resistance ßη the
exhaust sysiem (back pressure),
As the scavenge fire propagates, the pressure and tempera-
ture ofthe scavenging air increase. The compressor is forced to
operate at higher pressure ratios and Ιοτηιετ flow rates. Thus, the »",I
compressor may not be able to support the high pressure field,
developed downstream, and compressor-surging with severe
flοιγ fluctuaÜons and reversals may occur. Α detailed descrip-
tion of the compressor surging phenomenon can be found ßη iltιi ^t2
ß

GreiΕer,7 and Theotokatos and Kyrtatos.a

Το eyaluate the physical properties of the drained
samples of scavenging air receiver sludge obtained from two
ships ,with engines similar to the one considered here rryere
analysed. The flashpoint rvas found to range from 120oC to
160'C and the heating yalue was αη average of 10 090caVg.
Since the composition of sludge ßη the scayenging air receiver
is yariable, the burning ofthe sludge rvas considered using αη
'equivalent diesel-oil' burning rate:
þ*ιuage' &stuage = þ.qυßυαι.ητ' &αß"."ι, rΠhere:
***"(%) is the burning rate of οßΙ sludge
*.,"r*"(ft*)
,η" heat of formation of οßΙ sludge
'*
οßΙ, Fig 4: Function of equivalent buming rate of οßΙ sludge used ßη
the calculations
The burning rate profile observed ßη ροοΙ fires9 was assumedto
αρρΙγ ßη the present case. The funcÜon of equivaleni burning rate
of sludge used ßη the present study is shorvn diagrammatically ßη
Fig 4. Αη estimate of the oyerall sludge quantity ιvhich may
accumulate ßη the scavenging spaces of engines of such type and
size, rvas obtained from the engine manufacturer and ship opera-
tors. Thus the quantity of sludge was assumed to be around 150kg.
Αη estimation of flre duraiion lvas also made (seven to 10min),
based ondiscussion rvith ship operaiors,*vho had experienced such
incidents. Αη average buming rate of οßΙ sludge (0.25kg/s-0.50
kg/s) rvas calculated from the above assumpÜons and the yalue is
ßη good agre€ment rvith measured data from ροοΙ Γres.g

ß* tιr"
"+rirralent
buming τατε of sludge ΙΝΙΤΙΑL CALΙBRATΙON
^"η"*^*(Ο%) Initially, steady-state simulation runs at yarious loads ,were
*r*".,(Υ*) * ,η" heat of formaτion of diesel fuel performed. The required input and yalidation data, including
the engine geometric data, the fuelling and injection timing
data, the heat release rates, the compressor and turbines maps
The heat of formation of the diesel fuel was taken from and the blorver curye, were available from the engine and
Heyιvood:8 turbocharger manufacturers. 10
For ßηßtßαΙ validation of the simulation predicÜons for steady
state operaÜon, the engine shop trial data ,were used. Engine general
performance data are also published by ΜΑΝ B&W.ll Some
additional performance parameters for α similar engine were also

Νο. Α3 Joumal of Marine Engineenng and Technology

 Simulation of large marine two-stroke dιesel engine operation during fire ßη the scavenging air receiver

Ε (d
ο- 75,2 ΕΦ
υΒ
L
¸Φ 74.8 οΞ Ζε
Φ
ο- 74,4 β*,ο
Φ
,þ 74
aL
υ€ Ξ
Ε Ζο *h./
Τ-Γ---Γ--__-Τ----Τ--Ι
Ι
Φ

-F ,τ
gÝ 3.2
Ξο Ζοgωοο
3 c, 2,8
fr Ζε+οοοο 9Ξ
ο
g 260Φ00 gg.,o
,þ
ò|υ 2

òο 0.54 f, ιωOο
,α 0.52 Ý, 96οο
ο
cL 0.5 }* 8800
rzoo
-γ
υ (d
L
0.48
Q
ι- ε+00
0.46 800ο

020
Fig 5: Response of engine du.ing fil""'

ayailable from measurements onboard α containership.t2
After the stβady-statβ runs, α case of engine transient operaýon
,was simulated. The engine,ιyas considered to be operπing at full
speedand, forthis cωe, the orderedengine speed,theengine speed,
the propeller shaft torque, the fuel rack position arιd the engine boost
pressure were available. l0
The measured ordered speed ιvas given as
input ßη the simulation code. Iη addiýon, τhe engine load ωrque was
considered to be the propeller shý torque measured ßη Kyrtatos et
al,t0 The engine sμed govemor model rvas calibrated based οη the
ayailable measured daia. The results that were derived using these
values inthe simulationrvere foundtobe ßη good agreementιviththe
respective measured data.a
Ιη previous sfudies of the authors,3 α model capable of
predicting the compressor dynamic behaviour including cases
of turbocharger compressor surging rvas presented. This model
\ryas αη extension of previous formulations,7,l3 and was exten-
sively validated using published experimental datal3 for α
centrifu gal compression system.

α,0 j
,.,
,]

3,6,j (7
Ξ.' 480 -,
ΦΙ
]j
ß
3.4 :-
Li .*""= 0.30 kg/s

.9
3.2 ] Ρ]
ω
Lι πea.max= 0.25 kg/s
g
lý
ι- 3,0-:] &
Ε]
440 -_,,

Φ
]
-1
Φ 2.8Ξ -,ß
¸ß
9|
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2.6 ß 9. Φο -ß

αL
Φ
,,ο εß
φ| πeq,max= 0. l0 kgls
] >|
(ni
2.2 -ß
,.ο
_]
]
β ιεο *-j
] ξ',
l.S ]j
οß *ß
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ι.6 j α
υι 32ο

,,,
Φß
L]
Ξ
ι.2 jj
Φß
9ß

Ξ 280- -r ßß
-.ß,..*-ι
l.Ο'ß-- --. a,--..]''_l, ß -,l-,:_ 7 τ τ1
5.0 ι0.0 ι5.0 20.ο 25.0 30.ο
ι_ _ τ | ι |
35,0
|

20 40 60 80

Cor. Volumeτric flovι τατε (m3/s) Running tim [s]

Fig 6: Predicted effect of maximum equivalent burning rate of fire

ι2 Technology Νο. Α3
,Joumal of Marine Engineenng and
 Simulation of large marine two-strol<e diesel engine operation during flre ßη the scavenging air receiver

tlRE ΙΝΤΗΕ SCAVENG|NG AlR RECEIVER:

PARAMETRΙC STUDY
Having validated the simulation code against both steady-
state and transient data, several cases ofengine operation, with
fires ßη the engine scavenging air receiver, ιyere examined. Ιη
these cases, it τηΖαs considered that initially the engine ,,vas
operating at 74.6rey/min and at 50Ψο |οαd. 3,0
Fire ßη οηΙγ one cylinderwas simulaieÜ buιthe results shovved ο
¸
ιý
that it had οηΙγ little effect οη engine operation. Iη the results d^

presented here, Γιre rryas assumed to have propagated to cylinders.

αΙΙ
Ρ Ζ,ε

Firstly, α fire ßη the scavenging air receiver lyas considered, Φ

L
rvithmaximumequivalentburningratevalue0.25kg/s and Δτ, =5*, aL
7.6
Δτ, =36.. Iη the ßηßtßαΙ phase of fire, the compressor operating
point approaches the surge limit (Fig 6). This is due to the fact that
Γτε increases the pressure of air ßη the scavenging air receiver
located dolvnstream of the compressor. This forces the compres-
sor to operate αt higher pressure ratios, lolver florv rates.
Ιη the final phase of fire, the compressor operating point is
seen to move ανναγ from the surge limit, to higher rotational
speeds, pressure ratios and mass flo,w rates. This is due to
increased exhaust gas pressure and temperature, rvhich are 20.0 25.0 30.0

caused by the fire. This increase of pressure and temperature, Cor. Volumeτric Floιy Rατε (m3/s1
which occurs two seconds after the fire, increases the energy
content ofexhaust gases and thus the ayailable turbine energy.
With respect to engine performance, the fire causes α reduc- Fig 7: Predicted effect of time parameterΔt, οη compressoΓ
tßοη ßη engine rotational speed and torque, see Fig 5. This is due resPonSe
tο the higher temperature and changed composition of the
scavenging air, and reduced mass flοιγ rate of fresh air at the Theeffectoftimeparameωrs Δτ1, Δτ2 ofthefirevιlasalso sfudied.
start ofthe fire. ΑΙΙ these factors contributed to reduced trapped Time parameters arβ very significant arιd greatly influence the re-
airlfuel ratio and engine-developed torque which, ßη turn, re- sponse of the turbocharger. When the duration of initialphωe of fire
sulted ßη the engine propeller speed drop, since the propeller Δτ,decreases, the phenomenon of fiτε develops more rapiÜly, The
load remained constant. The governor detected the engine severity of the fiτe arιd the rapidly-develoμd pressιrre field ßη the
rotational speed reduction, and increased the fuel mass rate. scayenge space force the compressor to suddenly approach ßκ surging
After the quenching of the fire, there was α small crankshaft limik (Fig 7). When the duration of the final stage Δτ, decreωes, the
speed overshoot. locus of compressor operation point shrinks tο α smaller trajectory
The effect of maximum equivalentburning rate of sludge around the initial operating point (Fig 8).
ßη engine operation ιvas further studied. The fire was
assumed tο be deyeloped ßη the overall space of the inlet Fig Β: Predicied effect of time parameter Δζ οη compΓessor
receiver with Δτ,-5s, Δτr=36r. As can be clearly seen ßη reSponse
Fig 6, αη increase ßη the maximum equivalent burning rate 3,4
( þ.η._* ) causes the movement of the compressor operating
point to higher rotational speeds and pressure ratios, Afier
3,2 -

the quenching of the fire, the turbocharger returns to its

initial operating point. Thus, the operating point of com- 30 sec
pressor moyes ιyithin α Ιοορ, which is expanding torvards 3.0 -

higher rotational speeds ßη the compressor operating area ο

as the maximum equivalent burning rate ( þ"ο.** ) increases d, αο
from 0.1Okg/s το 0.30kg/s. Assuming α value of 0.30kg/s Φ
L

for the maximum equivalent burning rate, ihe compressor ο

operating point approaches the compressor surge Ιßηε and ο-
L
2.6
the compressor speed reaches 10 2O0rev/min, which is the
turbocharger shaft speed at the maximum continuous rating
(MCR) point of the engine. For values of þ*,^υ* greater
than 0,30kg/s, compressor surging occurs. As shοτηrη ßη
Figs 5 and 6, the temperature and pressure of air ßη the 2,2
,"\
:

scavenging air receiyer increase. This forces the operaiing

point of compressor to approach the surge limits, as was
2.0 ,,
previously explained. The temperature of gases ßη the ι5,0 20.0 25.0 30.ο
exhaust gas receiver also increases.
Cor, Volumetric Flow Rατε (m3ls)

Νο. Α3 .joumal of Marine Engineering and Technology

 '1.
!,

SimuIation of large maΓine ivo-stroke dieseΙ engine oPeration during fire ßη the scavengIng
αΙΤ ΓeCeIVer ß

EFFECTS ΟF SEVERE FΙRES sor impeller absorbed torque during surge, the net turbo-
It vyas shorvn abovethat, if themaximumburningrate is high charger shaft torque was instantly altered during the flow
and/or the duration of the initial phase of the fiτe is very small, reversals. Successive compressor surging introduoes sevΘre
α severe fire commences and as aresultcompressor surging may
transient torsional loading into the turbocharger shaft, ryhich
occur. It is important to note that α burning rate ιvhich will not could eventually result ßη the turbocharger shaft failure,
cause compressor surging τηιßth α certain duration of initial
phase, can neyertheless cause surging rvith α shorter duration of
the initial phase. Thus, ßη the engine configuration considered,
if α fire of burning rate 0.25kg/s coπlmences ßη the scavenging υ40
air receiver, compressor surging ryill not occur, unless the
duration of initial phase ( Δτ, ) is smaller than 2.5s (Fig 7), fieS ß3
F¸Ξ
9-6
ψΞL
,3

_ι0
4.0 ..Ξ
9ε
LL
3,2
3.8
g;, Ζ.8
3.6
ΕΞ
ψο
2,4
3.4 L
:L ο)
α.}

3.2 .Ξ ο- ι.6
3.0

2,8
.. -c ι0400
'b¸ α 9600
2.Ý Þυ
υυΥ
ιι{ßΨ 88ο0
2.4
Ξδ&
9Lω
2.2 8000
2.0
2000
ι.θ
Ε
..)θ
ι000
ι,6 c,7
(ßΞ 0
ι.4 €nοΞ
,
ι.2 -6 (r -ιωο
ι.0
Ξο
LL
9Ψ _20Φ
_ι0,0 _5.0 0.0 ι0.0 ι 5.0 35,0 ι0 20 30 40 50
running dme [sec]
Cor. Volumetric flow Raιe (m3/s)

Fig 9: Compressor suΓge during severe {ire

Fig Ι0: Engine parameters during severe {ire

Some results of simulation of engine slorv-do,wn during

For τhε case of fire rvith þ*,-u*=0.4kg/s, Δt,=2.5s, severe fires ßη the scavenging spaces are also presented here,
Δτ, =16r, the results obtained are presenτed ßη Figs 9, 10, 1 1 It was considered that α seyere fire (m"o.._ = 0,50kg/s,
Δτ, =1gr, Δτ, =9gr1 commences ßη αΙΙ scavenging
spaces, Ιτ
αηÜ Ι2.Iη Fig 9, τhε τταjεòτοτγ of τhε compressor operating
point οη ihe compressor map shoιvs that the compressor τνþ further ionsidered that αη amount of the overall οßΙ
exhibited surging. This rvas expected because, as ιvas αΙ- flammable sludge, τηΖhßòh accumulates ßη scavenging spaces,
ready explained, the excessive pressure rise ßη scavenging is carried rryith the scavenge air and burns together with the
air receiver, due to the fire, urges the compressor to operate injected fuel inside the cylinders. Such conditions may arise,
under higher pressure ratios. The compressor is not able to for example, if there is α liberal supply of οßΙ, say due to the
support ihe increased pressure field ιvhich is developed loss of α piston skirt.
dorrynstream, and α sudden backfloιv occurs (negative value
8ω-
of air mass florry ßη Fig 10). The compressor mass florv rate,
§:Ζ ,rο
scavenging receiver pressure, turbocharger shaft speed and 9g Ζοο
torque are also shοτηιη ßη Fig 10. Initially, due to the compres- *Ε
9δ *ο
sor surging, the scavenging receiver pressure,,yas reduced, Ε9üω-
This caused α reduction ßη the trapped airlfuel ratio and δΕ 550
hence ßη the engine-developed torque, which, ßη turn, re-
sulted ßη the engine propeller speed drop since the propeller ι0 20 30 Φ
load remained almost constant. Iη addition, due to the fire Running time [sec]

and lack of air, the exhaust receiver temperature increased

(Fig 1 1). The engine governor stabilised the engine after the Fig Increase exhaust gas receiver temperatuΓe
Ι Ι :
during severe fire (m = 0.40kg/s, Δt, = 2,5s, Δ, = l0s)
transient (Fig 12). Due to the rapid changes of the compres-

Journal of Marine Engineering

and Technology Νο, Α3
ι4
 §
.r1

Simulatιon of large marine tvro-stroke diesel engine operation during fire ßη the scavenging air receiver
1Ι
]]'!
l;ß

of the accumulated οßΙ sludge, the engine cannot stop, but

..Ε 27500ω continues to operate at very low rotational speed. Αη increase of
«L 2650ω0 'carried' amount of flammable material, increases ihe 'no-fuel'
οο
òσ 255ωω engine rotational speed. Ιtis obyious that under such conditions,
ιο 2450000 although the fuel rack position may be set to zero, the engine
rr,rill continue tο operate by burning the flammable οßΙ sludge
υò
da
Ι5 carried,,vith the scavenge air. The loss of engine controllability
γτ 74
is eyident.
ΕΕ
υΘ
LÜ
73 4.0
1||1|
0ι020304050 3,8
runnin8 time [sec]
3.ü

Fig Ι2: Crankhaft torque and rotational speed 3.4

during severe fire (m = 0.40kg/s, Δt, = 2.5s, Δtr= |0s) 3.2

ο
';,
3,0
During the fire, the engine rack position rryas ordered to be
reduced linearly ßτοm 507ο tο 0ºο ßπ α period of 20s. The
ρ 2.8

schedule of rack position reduction rvas properly chosen ßη ξ Ζ..

order tο avoid compressor surging during engine slo,uy-down

Ε
L
Ζ.η
ο-
from 507ο load under normal conditions (ιvithout fire). Several 2.2

cases \vere considered vlith 5Ψο, 15Ψο,25Ψο and 507ο of the 2.0
overall οßΙ sludge carried oyer and burning ßη the cylinders. ι.8
ι.6
ι.4
ι.2
4.0
ι.ο
3.8
ι0.0 ι5,0 20,0 25,0 30.0 35.0
3.6
Cor. Volumeσic Flow Rατε (m3/s)
3,4

3.2
Fig Ι4: Compressor response during eme¸ency engine shut
.9
9
3.0
doιvn lMth fire
ý,
G'
2.8
ο
Ξ Ζ.ο
9
ο-
Ζ.+

80 amount of inlet receiyer deposiε

2,2
¸ yιrhich burns ßη cyiinder chamber
2.0 ο
Ε'ε' εο
|.8 og
ι.6 jjτ
ι .,ι
_ΕΕ40
Φü-
-γ, Φ

bz0
Ι,2 d

0 Ι0
ι.0
5.0 ι0,0 ι5.0 20,ο 25.0 30.0
'Ο
35.0 50
..3.Οη'η*.'r3ß]
Cor. Volumeτric Flow Raτe {m3/s)

Fig Ι5: Crankshaft rotational speed during emergency shut

doι,,rnfor several peΓòentages of carried-over inlet sludge
Fig Ι3: Compressor response during emeΓgency engine shut
deposits
down ιvithout fre

The trajectory of compressor operating point ιvithout fire is

presented ßη Fig 13, and with fire ßη Fig 14. As canbe seen inFig
CONCLUSΙONS
Fire ßη the scavenging air reoeiver affects greatly the re-
14 ιvith the fire, although the rack position reduces, the com-
sponse ofboth engine and turbocharger. Αη increase ßη thφ rate
pressor operating point approaches the surge Ιßηε and extends
almost parallel to higher pressιrre ratios and rotaional speeds.
of burning of οßΙ sludge leads the compressor to operate at
higher rotational speeds and pressure ratios. If the sludge
At the end of the phenomenon, the compressor operating point
burning rate is too high, compressor surging may occur. If the
doubles back parallel to the surge line torvards loιyer rotational
duration of the iniÜal phase of fire is short, the fire is more severe
speeds, As shorvn ßη Fig 15, if the amount of flammable material
and this may also cause sιrrge. The duration of the final phase of
carried-over into the combustion chamber is greater thατι Ι5Ψο

Νο. Α3 .}ournal οf Marine Engineering and Technology

 Simulation of large marine two-stroke diesel engine operation during fire ßη τhe scavenging air receiver
fire mainly affects the compressor rotational speed. As the
duration increases, the compressor rotational speed increases,
too. During the fire, the temperature ßη the exhausi gas receiver
is increasing. Sometimes, severe prolonged fires ßη scavenging
spaces, ιvith sludge οßΙ carried over into ihe combustion cham-
ber, may result ßη loss of engine controllability since the fuel
cut-off cannot lead to engine stop.
The use of detailed simulation proves to be αη indispensable
tοοΙ to gain insight ßηßο such complex engine operation phe-
nomena.
ACKNOWLEDGEMENTS
The authors rη,ish to ttιank ΜΑΝ Β&ν/ Diesel A/S (Copen-
hagen) for useful discussions and the provision of engine test
data for initial code-yalidation purposes. The authors also thank
Kτisten Navigation Inc (Athens) and Minerva Maritime Inc
(Athens) for discussion and for providing samples of scavenge
box sludge for analysis.
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jj
Joumal of Marine Engineering and TechnoIogy Νο. Α3 ß
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