MPP 6a Electronic Engine Rev 1

Electronic
Engine
Marine Power Plant

Prepared by C. H. Lim
Safety Moment
• Dirty Bunker may affect ship’s engines reliability.
• Lost of main propulsion or electrical power, may subsequent to navigation
disaster.
• Adhere to proper bunkering procedure.
• Do it safely or Not at all.
Objective
• Understand the rationale of electronic engine.
• Understand the working principle of electronic engine.
• Understand the design and operation of electronic engine.

Why Electronic Engine?
• Lower Specific Fuel Oil Consumption (SFOC, g/kw-hr) over wider engine’s
load spectrum, when compare with mechanical engine.
• Lower Specific Lub. Oil Consumption (SLOC, g/kw-hr) over wider engine
• Improve exhaust emission characteristic, with lower Nox and no smoke
emission.
• Better engine balance with equalized thermal load between cylinders.
• longer period between maintenance & overhauling due to continuous
monitoring of engine condition by electronic means.
• Lower RPM possible for manoeuvring.
• Better Acceleration, astern and crash stop performance.
• Lower Specific Fuel Oil Consumption (SFOC, g/kw-hr) over wider
engine’s load spectrum, when compare with mechanical engine.
emission.
emission.
emission.
emission.
emission.
emission.
emission.
What is Electronic Engine?
Basic remain the same.
Current Changes are:
• Fuel Injection system
• Valves Actuation system
• Governor system
• Cylinder lubrication for 2-stroke engine
• Monitoring System
• Starting Air distribution System

Fuel Injection System
• Optimum combustion depends
on injection timing.
• Fuel oil’s cetane number is
constant from bunker to
bunker.
• 100 rpm = 0.167 seconds
• Marine 4-stroke engine, are
mostly medium or high speed
engine.
• A 900rpm medium speed
engine:
• 900 rpm = 0.00185 seconds
• 700 rpm = 0.00238 seconds
• 500 rpm = 0.00333 seconds
• 400 rpm = 0.00417 seconds
Cam system only
allowed one
injection angle
before TDC, for
the whole speed
range.
In order to achieve flexible control on fuel injection timing:
Spill Valve Close

Fuel inlet
Metering is same for all

units simultaneously.
Individual unit
metering during engine
running is not possible.
Valve control type Jerk Type with VIT

During low speed running, fuel injection’s
pulsation effect of pumping is slightly lower
when compare to full speed running.
• Computerised engine control modules control respective injector with
electronic signal received on engine’s rpm, load, fuel properties and
respective unit exhaust temperature.
• Injection timing without relying on cam and camshaft.
• Currently, there are 3 commons electronic fuel injection systems:
• Mechanical-Electronic fuel injection (EUI)
• Hydraulic-Electronic fuel injection (HEUI)
• Common rail fuel injection

Mechanical-Electronic Fuel Injection
Mechanical-Electronic
Fuel Injection
(EUI)
Hydraulic-Electronic Fuel Injection (HEUI)
High Pressure hydraulic oil supply.
However, the oil is stopped by the

valve.
The valve will open when the

solenoid is energized.
When Solenoid energized,
The valve opened.
High pressure oil flow into injector.
The piston is pushed downward, and

pump the fuel to high pressure.
High pressure fuel lifted the needle

valve and fuel injection begin.
When solenoid valve de-energised,
The valve closed by spring force.
High pressure oil is drained out by return

line.
The piston return to position by spring

force.
Needle valve return to position by spring

force. Fuel Injection ended.
200 Bar High Pressure Hydraulic Oil
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
Drain
High Pressure hydraulic oil enter
through here.
Accumulator is intended to maintain

the hydraulic oil pressure during
pumping of hydraulic piston.
Hydraulic oil flow is blocked by

solenoid valve.
Solenoid valve is not energised.

When solenoid valve energised,
FIVA is lifted.
Hydraulic oil flow to the piston.
Hydraulic oil push the piston upward.
Piston pump fuel and delivery to fuel

injector.
When solenoid valve de-energised,
FIVA return to position by spring force.
Hydraulic oil stop flowing.
Hydraulic oil below piston is drained.
Piston return to position by fuel

pressure, and fuel pumping end.
Common Rail Fuel Injection
Electronic Fuel Injection System
• Flexible & optimum control of injection timing at full
spectrum of engine speed.
• Better fuel atomisation at partial load or lower rpm, fuel
pressure is independent of engine load or rpm.
• During low load operation, better combustion process &
cleaner exhaust.
• Allow individual unit fuel injection timing & metering
adjustment during engine running.
Valve Actuation System
Scavenge period is the duration
where fresh air replaced the
exhaust gas. It is very crucial
during fuel burning.
scavenging efficiency improved

as the duration increased.
However, scavenging is an
energy consumption periods,
the longer the duration, the
engine has lower output power.
Early opening of exhaust valve is
crucial to released the high
pressure exhaust gas, so that
during scavenging period, fresh
air is more effectively replacing
it.
However, early opening of

exhaust valve, means earlier
termination of expansion stroke,
hence engine losses output
power.
Late closing of exhaust valve, improved
scavenging efficiency.
Based on Atkinson Cycle, late closing of

exhaust valve, slightly reduced the
compression pressure, when peak
pressure of engine remain the same,
the engine produced higher indicated
power.
However, too late closing of exhaust

valve, might reduced the compressed
gas temperature, where affecting fuel
burning in-time.
Scavenge Exhaust valve

Engine RPM
Duration opened duration Cam Drive Valve,
100 0.117s 0.133s Only one timing for whole
speed range
80 0.146s 0.167s
60 0.194s 0.222s
40 0.292s 0.333s
Fuel Injection TDC Fuel Injection
Begin end
10o
30o
Expansion
Compression
Low Speed High Speed
35o 35o
40o 40o
Intake Ports Close

Exhaust Valve Opens
Exhaust Valve Closes Intake Ports Open
Scavenge Period
BDC
Hydraulic Push Rod
Main Engine LO entry

Exhaust valve actuator
Solenoid actuator
Piston
95 bar nitrogen filled
accumulator
200 Bar Hydraulic Oil Solenoid valve

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator
Drain

Hydraulic Push Rod

Solenoid actuator
Piston
accumulator
Drain

Electronic Governor
Electronic Governor
Flywheel
Fuel Rack lever
Engine
Magnetic Speed Pick-up
Motorised Computerised
Actuator processor
Electronic Governor
Electronic Governor
Electronic Governor
Electronic Governor
Electronic Governor
1. Processor very sensitive, minimised “dead band”.
2. The actuator could respond to very minor adjustment, minimised dead

band.
3. Zero droop possible.
4. Able to regulate “promptness” to match engine’s speed pick up

characteristic.
5. Actuator torque could be increased or reduce by changing only the

motorised unit.
6. Can parallel two or more engines with Master/Slave mode.

Electronic Governor
Electronic Governor
Engine control module (ECM):
• Receive signal from engine parameter - rpm, pressure, temperature, flow rate and
engine timing
• Process data and give command to engine injectors, temperature regulator valves,
pressure regulating valve and engine valve timing, in order to achieve optimum engine
performance.
• Internal memory and clock that records engine data.
• May connect to shipboard communication system, and send out real time data to ship
owner & engine maker for shore monitoring, diagnosis and assistance.
• “ECM” assist engineer to speed up fault diagnosis.
• “ECM” as condition monitoring system on engine component maintenance.
Cylinder Lubricator
Traditionally lubricator is
camshaft driven.
Cylinder Lubricator
Solenoid
Actuator
Injection Plunger Actuator Piston
Pressurised CLO Spring

Outlet
Hyd. Oil In
(200 bar)
Hyd. Oil
Out
Stroke Adjusting
Screw
Cylinder Oil
Spring In Solenoid valve
Proximity
Switch
Cylinder Lubricator
• Electronically controlled
lubricator could provide very
accurate amount and injection
timing of cylinder lub oil into
liner for lubrication.
• Excessive lubrication is
avoided.
• Cleaner scavenge space.

Electronic
Start Air System
4-Stroke Engine
Start Air Distributor
#1 #2 #3 #4
Exp. Comp. Exh. Induc.
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
Exh. Exp. Induc. Comp.
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
Induc. Exh. Comp. Exp.
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
#1
#2 #3
#4
#1 #2 #3 #4
Comp. Induc. Exp. Exh.
#1
#2 #3
#4
#1 #2 #3 #4
Comp. Induc. Exp. Exh.
#1
#2 #3
#4
Start Air Valve
Vent
Start Air
Inlet
#1 #2 #3 #4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
#1
#2 #3
#4
Electronic Monitoring System
THANK YOU

MPP 6a Electronic Engine Rev 1

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MPP 6a Electronic Engine Rev 1

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Electronic

Marine Power Plant

• Understand the working principle of electronic engine.

• Understand the design and operation of electronic engine.

• Valves Actuation system

• Cylinder lubrication for 2-stroke engine

• Starting Air distribution System

Spill Valve Close

Metering is same for all

Valve control type Jerk Type with VIT

• Injection timing without relying on cam and camshaft.

• Currently, there are 3 commons electronic fuel injection systems:

• Mechanical-Electronic fuel injection (EUI)

• Hydraulic-Electronic fuel injection (HEUI)

• Common rail fuel injection

However, the oil is stopped by the

The valve will open when the

The valve opened.

High pressure oil flow into injector.

The piston is pushed downward, and

High pressure fuel lifted the needle

The valve closed by spring force.

High pressure oil is drained out by return

The piston return to position by spring

Needle valve return to position by spring

Accumulator is intended to maintain

Hydraulic oil flow is blocked by

Solenoid valve is not energised.

Hydraulic oil flow to the piston.

Hydraulic oil push the piston upward.

Piston pump fuel and delivery to fuel

FIVA return to position by spring force.

Hydraulic oil stop flowing.

Hydraulic oil below piston is drained.

Piston return to position by fuel

scavenging efficiency improved

However, early opening of

Based on Atkinson Cycle, late closing of

However, too late closing of exhaust

Scavenge Exhaust valve

Low Speed High Speed

Intake Ports Close

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry

200 Bar Hydraulic Oil Solenoid valve

Main Engine LO entry