Jacket Cooling water system

The cooling water pump which may be engine driven or be a separate electrically driven pump
pushes the water around the circuit. After passing through the engine, where it removes the heat
from the cylinder liners, cylinder heads, exhaust valves and sometimes the turbochargers, it is
cooled by seawater and then returns to the engine. The temperature of the cooling water is closely
controlled using a three way control valve. If the water is allowed to get too cold then it will cause
thermal shocking which may lead to component failure and will also allow water and acids to
condense on the cylinder bores washing away the lubricating film and causing corrosion. If it gets
too hot then it will not remove the heat effectively causing excessive wear and there is a greater
danger of scale formation. For this reason the cooling water outlet temperature is usually
maintained at about 78-82°C. Because it is at a higher temperature than the cooling water used for
other purposes (known as the LT cooling), the water for cooling the engine is known as the HT
(High Temperature) cooling water.

Cooling can be achieved by using a dedicated cooler or by mixing in some of the water from the
LT cooling circuit. The LT cooling water is then cooled in the sea water coolers. The temperature
is controlled using cascade control which monitors both the inlet and outlet temperatures from the
engine. This allows a fast response to any change in temperature due to a change in engine load.

To make up for any leaks in the system there is a header tank, which automatically makes up any
deficiency. Vents from the system are also led to this header tank to allow for any expansion in the
system and to get rid of any air .The header tank is relatively small, and usually placed high in the
engine room. It is deliberately made to be manually replenished, and is fitted with a low level
alarm. This is so that any major leak would be noticed immediately. Under normal conditions, the
tank is checked once per watch, and if it needs topping up, then the amount logged.

The system will also contain a heater which is to keep the cooling water hot when the engine is
stopped, or to allow the temperature to be raised to a suitable level prior to starting.
 A fresh water generator (FWG) which is used to produce fresh water from sea water is also
incorporated.

Checking Cooling Water and the System

The property of the cooling water may be changed during service due to contamination or
evaporation. Therefore, the cooling water itself and the system should be checked periodically during
service, preferably once a week. These tests may be done by means of test kits from inhibitor maker
with sample water from the circulating system. However, laboratory test of the sample water by
specialist is also recommended regularly at least every three month.

All checking results should be recorded and kept for trend evaluation, which contribute to
reliable engine operation with right cooling water treatment.

If test result shows that the contents of cooling water changes suddenly or gradually, the
cooling water system should be checked to trace the cause. Some of the changes may indicate the
cause as follows:

Chloride content increasing:

 Check possibility of seawater penetrating into cooling water.
 Check the system which includes sea water, for example fresh water cooler cooled by sea
water.
pH value decreasing or sulphate content increasing:
 Check if cooling water is contaminated by exhaust gas.
 Check cylinder head by hydraulic pressure test.

Maintenance of Cooling Water System

If any deposit or rust is abnormally detected in the cooling water system, the system should be
cleaned thoroughly and then the cooling water also should be refilled up completely by newly treated
water.
The cleaning of the cooling system includes degreasing and descaling procedures which need special
chemicals. As the chemicals may be hazardous, the cleaning of the cooling water system is
recommended to be carried out by reliable specialist firm. Otherwise it should be done strictly
in accordance with instructions from the supplier of cleaning chemicals.

Directly after cleaning process of the cooling system, flush the system thoroughly with water
until pH value to be about 7, and then drain the water. Fill up the system with distilled water until the
water level of the expansion tank to have margin for treatment.
Prepare the solution of inhibitor according to the instruction from the maker and add the solution
into the expansion tank. Add distilled water more to the normal level of the expansion tank. Run the
engine for settlement according to the inhibitor maker’s recommendation or at least for 24 hours and
then check the quality of the water for confirmation.
Piston cooling oil system

Lubricating oil for an engine is stored in the bottom of the crankcase, known as the sump, or in a
drain tank located beneath the engine . The oil is drawn from this tank through a strainer, one of a
pair of pumps, into one of a pair of fine filters. It is then passed through a cooler before entering the
engine and being distributed to the various branch pipes. 

The branch pipe for a particular cylinder may feed the main bearing, for instance. Some of this oil
will pass along a drilled passage in the crankshaft to the bottom end bearing and then up a drilled
passage in the connecting rod to the gudgeon pin or crosshead bearing. 

An alarm at the end of the distribution pipe ensures that adequate pressure is maintained by the
pump. Pumps and fine filters are arranged in duplicate with one as standby. The fine filters will be
arranged so that one can be cleaned while the other is operating. After use in the engine the
lubricating oil drains back to the sump or drain tank for re-use. A level gauge gives a local read-out
of the drain tank contents. A centrifuge is arranged for cleaning the lubricating oil in the system and
clean oil can be provided from a storage tank.

The oil cooler is circulated by sea water, which is at a lower pressure than the oil. As a result any
leak in the cooler will mean a loss of oil and not contamination of the oil by sea water.

Where the engine has oil-cooled pistons they will be supplied from the lubricating oil system,
possibly at a higher pressure produced by booster pumps, e.g. Sulzer RTA engine. An appropriate
type of lubricating oil must be used for oil-lubricated pistons in order to avoid carbon deposits on the
hotter parts of the system.
Fresh water and distilled water piston cooling advantages :

i) The main advantages is the ability of water to absorb large amounts of heat Relatively easy to
obtain.

ii) Easily counter check from drain tank any leakage on piston sealing. 

Disadvantages:

i) The piston cooling water conveyance piston and attendant gear must be kept out of the crankcase
as far as possible, due to the danger of contamination of the crankcase lubricating oil by water
leakage. In other word, the jacket cooling water and piston cooling system should have separate
which having their own pumps , coolers, piping etc.

ii) The piston cooling space should be drained of water after the engine is shut down for an extend
period. A drain tank is necessary for the same purpose cascade type filter is often incorporated for
separation of oil and water.

iii) There is risk of scaling and corrosion if water is not suitable treated and maintained. 

Lubricating oil piston cooling Advantages:

i) The piston cooling pump is combined with the lubricating oil pump and piston cooling oil cooler
thus make overall simplicity in the system.

ii) Internal stress within the material of the piston is generally less in oil cooled piston than in water-
cooled piston. Good design in water-cooled piston to improve its condition of working

iii) No risk of oil contamination even when piston cooling oil conveyance piping is fitted inside the
crankcase

iv) Simpler arrangement for cooling-oil conveyance piping with less risk of ‘hammering’ in piping
and bubble impingement attack 

Disadvantages :

i) Larger power requirements for pumping cooling oil

ii) Larger amount of lubricating oil required to give some cooling effect