DR.

YANGA’S COLLEGES, INC

Wakas, Bocaue, Bulacan

COLLEGE OF MARITIME EDUCATION

FUEL OIL SYSTEM

I. The Basics of Fuel Oil Systems

 Marine diesel engines are designed to burn heavy residual fuel. This is made
up of the residues after the lighter and more costly fuels and gases have been
taken out of the crude oil at the refinery.

The fuel oil system for a diesel engine

 The fuel oil system for a diesel engine can be considered in two parts:
o the fuel supply and
o the fuel injection systems.
 Fuel supply deals with the provision of fuel oil suitable for use by the
injection system.

The diagram below shows a Fuel oil supply system for a large 2 stroke crosshead
engine. However, the setup is typical of any fuel system for a marine diesel engine
operating on heavy residual fuel.
Fuel oil supply for a two-stroke diesel engine
 A slow-speed two-stroke diesel is usually arranged to operate continuously
on heavy fuel and have available a diesel oil supply for maneuvering
conditions.
 In the system shown in the Figure above, the oil is stored in tanks in the
double bottom from which it is pumped to a settling tank and heated. After
passing through centrifuges the cleaned, heated oil is pumped to a daily
service tank. From the daily service tank, the oil flows through a three-way
valve to a mixing tank.

 A flow meter is fitted into the system to indicate fuel consumption. Booster
pumps are used to pump the oil through heaters and a viscosity regulator to
the engine-driven fuel pumps. The fuel pumps will discharge high-pressure
fuel to their respective injectors.

The viscosity regulator controls the fuel oil temperature in order to provide the
correct viscosity for combustion. A pressure regulating valve ensures a constant-
pressure supply to the engine-driven pumps, and a pre-warming bypass is used to
heat up the fuel before starting the engine.

 A diesel oil daily service tank may be installed and is connected to the
system via a three-way valve. The engine can be started up and manoeuvred
on diesel oil or even a blend of diesel and heavy fuel oil. The mixing tank is
used to collect recirculated oil and also acts as a buffer or reserve tank as it
will supply fuel when the daily service tank is empty.
  The system includes various safety devices such as low-level alarms and
remotely operated tank outlet valves which can be closed in the event of a
fire.

Internal combustion engine procedure

 The fuel oil system for a diesel engine can be considered in two parts—the
fuel supply and the fuel injection systems. Fuel supply deals with the
provision of fuel oil suitable for use by the injection system.
 Fuel oil supply for a two-stroke diesel engine A slow-speed two-stroke
diesel is usually arranged to operate continuously on heavy fuel and have
available a diesel oil supply for maneuvering conditions.
 In the system shown in the diagram above, the oil is stored in tanks in
the double bottom from which it is pumped to a settling tank and
heated.
 After passing through centrifuges the cleaned, heated oil is pumped
to a daily service tank.
 From the daily service tank, the oil flows through a three-way valve to a
mixing tank.
 A flow meter is fitted into the system to indicate fuel consumption.
 Booster pumps are used to pump the oil through heaters and a viscosity
regulator to the engine-driven fuel pumps.
 The fuel pumps will discharge high-pressure fuel to their respective
injectors.
 The viscosity regulator controls the fuel oil temperature in order to provide
the correct viscosity for combustion. A pressure regulating valve ensures a
constant-pressure supply to the engine-driven pumps, and a pre-warming
bypass is used to heat up the fuel before starting the engine. A diesel oil
daily service tank may be installed and is connected to the system via a
three-way valve.
II. Operation on Heavy Fuel Oil

Operation on Heavy Fuel Oil

Main engines designed to maneuver on heavy fuel oil are to be operated according
to the manufacturer’s instructions. All other types of main engines are to be
maneuvered diesel oil according to the manufacturers’ instructions.
In the event of problems during maneuvering engines using heavy oil there must be
no hesitation in changing over to diesel oil irrespective of whether the engines are
being operated using bridge control, or using engine room control.
It is the Chief Engineer's responsibility to inform the Master of the particular
engine type’s maximum period that it can safely remain in the stopped position. He
is also to inform the Master of the procedures which will have to be carried out if
the particular engine type’s maximum period at standstill during maneuverings
exceeded.

The fuel oil injection system for a diesel engine

 The injection of the fuel is achieved by the location of cams on a camshaft.
This camshaft rotates at engine speed for a two-stroke engine and at half
engine speed for a four-stroke.
 There are two basic systems in use, each of which employs a combination of
mechanical and hydraulic operations. The most common system is the jerk
pump; the other is the common rail.

 The injection of the fuel is achieved by the location of cams on a camshaft.

This camshaft rotates at engine speed for a two-stroke engine and at half
engine speed for a four-stroke.
 There are two basic systems in use, each of which employs a combination of
mechanical and hydraulic operations. The most common system is the jerk
pump; the other is the common rail.
  A typical fuel injector is shown in Figure, it can be seen to be two basic
parts, the nozzle and the nozzle holder or body. The high-pressure fuel
enters and travels down a passage in the body and then into a passage in the
nozzle, ending finally in a chamber surrounding the needle valve.
 The needle valve is held closed on a mitered seat by an intermediate spindle
and a spring in the injector body. The spring pressure, and hence the injector
opening pressure, can be set by a compression nut which acts on the spring.
 The nozzle and injector body are manufactured as a matching pair and are
accurately ground to give a good oil seal. The two are joined by a nozzle nut.

 A typical fuel injector is shown in Figure, it can be seen to be two basic

parts, the nozzle and the nozzle holder or body. The high-pressure fuel
enters and travels down a passage in the body and then into a passage in the
nozzle, ending finally in a chamber surrounding the needle valve. The needle
valve is held closed on a mitred seat by an intermediate spindle and a spring
in the injector body. The spring pressure, and hence the injector opening
pressure, can be set by a compression nut which acts on the spring. The
nozzle and injector body are manufactured as a matching pair and are
accurately ground to give a good oil seal. The two are joined by a nozzle nut.

Ex.
 The needle valve will open when the fuel pressure acting on the needle valve
tapered face exerts a sufficient force to overcome the spring compression.
The fuel then flows into a lower chamber and is forced out through a series
of tiny holes.
 The small holes are sized and arranged to atomize, or break into tiny drops,
all of the fuel oil, which will then readily burn. Once the injector pump or
timing valve cuts off the high-pressure fuel supply the needle valve will shut
quickly under the spring compression force.

 All slow-speed two-stroke engines and many medium-speed four stroke

engines are now operated almost continuously on heavy fuel. A fuel
circulating system is therefore necessary and this is usually arranged within
the fuel injector. During injection the high-pressure fuel will open the
circulation valve for injection to take place. When the engine is stopped the
fuel booster pump supplies fuel which the circulation valve directs around
the injector body.
 Older engine designs may have fuel injectors which are circulated with
cooling water.

The common rail system

 The function of the fuel injection system is to provide the right amount of
fuel at the right moment and a suitable condition for the combustion process.
There must therefore be some form of metered supply, a means of timing
the delivery, of atomization and distribution of fuel.
  There are two basic system in use. One is the common rail system, in which
a single pump supplies fuel at high pressure to a common manifold feeding
the cylinders. Injection of the fuel to each cylinder takes place through a fuel
valve operated from the camshaft which releases a metered amount of fuel
into each cylinder at the instant it is required.

III Marine Fuel Oil Microbiological Infestation

Minute microorganisms in fuel oils
Minute microorganisms, i.e. bacteria, can exist in lubricating oils and fuel oils.
Under suitable conditions they can grow and multiply at phenomenal rates. Their
presence leads to the formation of acids and sludge, metal staining, deposits and
serious corrosion. The presence of slime and the smell of rotten eggs (hydrogen
sulphide) indicates a contaminated system.

Water in a lubricating oil or fuel oil, oxygen and appropriate temperature

conditions will result in the growth of bacteria and infestation of a system. The
removal of water, or ensuring its presence is at a minimum, is the best method of
infestation prevention. The higher the temperature in settling, service and drain
tanks holding fuel or lubricating oils, the better.

Test kits are available to detect the presence of bacteria, and biocides can be used
to kill all bacteria present in a system. The system must then be thoroughly flushed
out.

Fuel-water emulsification (FEW) – Invisible smoke technology is based on fuel-

water emulsification (FEW), whereby the heavy fuel or diesel oil is homogenized
with fresh water before injection into the engine. Apart from lowering smoke and
soot emissions significantly, the system is claimed to reduce NOx levels to.

Fuel viscosity – A measure of resistance of the fuel to flow at a stated temperature.

According to ISO, the kinematic viscosity of heavy fuels should be specified in
centistokes (cSt = 10-6 m2/s) at 100°C.
When burning heavy fuel oil in a diesel engine, it is necessary to reduce the high
viscosity of the fuel oil to a value at which correct atomization and combustion can
take place. This will allow for correct mixing and burning for efficient combustion.

Standard treatment: The recommended standard treatment of residual fuel to be

used in large diesel engines is to first allow the fuel to settle in a settling tank
where any water/sludge can be drained off. It is then purified and clarified to the
service tank, the purifier further removing any water or sludge and the clarifier
removing any solids. Before reaching the engine from the service tank, it will pass
through a fine filter which will remove any particles larger than 50 microns, or
even less for smaller engines.

Bunkering option: It is advisable to store ship's bunkers from different ports in

separate bunker tanks as they may not be compatible. If this precaution is
neglected, there is a risk of heavy sludge formations occurring due to
incompatibility and not mixing successfully.

General Safety and good practice with regard to Fuel Oil Systems and
pipelines

This procedure shall ensure that full and proper maintenance is carried out to
accepted and safe standards. Leakage from fuel pressure systems are a serious fire
hazard. The PMS is required to include the following checks:
Fuel pump restraining bolts must be proven tight by testing with a torque spanner
at frequent intervals. Please include such a test in your PM system with an interval
of 3 months.

The supports and retaining devices of the low-pressure fuel system must be
checked at regular intervals and be proved tight and providing adequate restraint.
The lining of such devices must also be examined for wear and renewed if they
provide insufficient support. Please include such a test in your PM system with an
interval of 3 months.

Flexible pipes must be closely examined and renewed if signs of material cracking
or deterioration are evident. Extra care must be exercised in the tightening of these
pipe connections to ensure that they are not twisted when re-installed.

All gasket and seal ring materials, and any jointing compounds used must comply
with the requirements of the engine manufacturer.

Compression fittings are to be carefully examined and tightened (but not over-
tightened), in accordance with the manufacturer’s specification. Copper piping
must be heat treated (annealed) and sufficient supports fitted to prevent vibration

All component locking devices, such as spring and tab washers, locking wires, etc.
must be present and currently fitted.

Spray or deflection plates and insulation must be correctly replaced after

maintenance to reduce the possibility of fire in the event of fuel leakage.

The installed system is to be inspected at regular intervals for the level of vibration
present and evidence of fatigue stresses to welded or brazed pipes and connections.

De-Sludging & Cleaning of Fuel Tanks

It is essential that all fuel tanks are regularly "de-sludge" using the sludge cocks
provided. They must never be operated by artificial means. The presence of water
in appreciable quantities must be immediately brought to the attention of the Chief
Engineer.

This is to be carried out at four hourly intervals on a conventional watchkeeping

vessel. Prior entering a bad weather area and whilst in heavy weather conditions,
the frequency of draining must be increased. On vessels operating for periods of
time with unmanned engine room spaces, the interval between sludging during the
manned period is to be four hours.

For the unmanned period, this is to be detailed by the Chief Engineer in the Night
Order Book, however it is to be not less than three times during that period i.e. at
commencement of the unmanned period, during the late evening inspection of the
Engine Room spaces, and at the end of the unmanned period. All other double
bottom and/or deep bunker tanks are subject to Classification inspection and would
normally only be inspected on a 60-month frequency.

Each Service and Settling fuel tanks, on a rotational basis, are to be emptied at
intervals not exceeding 36 months or at Dry Dock. This is for the purpose of
sighting the internal condition, in particular any buildup of sludge, solids and other
contaminants. Manual cleaning is to be done if applicable, during a safe period at a
safe location, with suitable notice to the Master. Testing of all float alarms where
applicable should be done at this time.

It is strictly forbidden to enter a fuel tank unless the appropriate "enclosed space
entry permit" conditions have been complied with and the permit issued. Known
contamination with solids such as "Catalytic Fines" can only be dealt with by
taking the tank out of service, isolation, and subsequent manual cleaning.

The opportunity must be taken when tanks are cleaned to test any heating coils
fitted, and check/overhaul all the tank mountings including examination of vent
pipes for obstruction etc.

Heating of sludge oil tanks, waste oil and oily water bilge tanks in order to extract
water

Care must be taken when using internal heating coils. The heating of a water/oil
mix from any such oil or sludge tank must be deemed as a critical operation . It
should be kept in mind that any heating of the sludge/oil water mix will expand the
volume of the liquid and may cause an overflow of the tanks. A maximum filling
level for such tanks must be identified that leaves a safety margin for this
expansion. This level should be recorded on the checklist.

Function of fuel injector for a diesel engine

The function of the fuel injection system is to provide the right amount of fuel at
the right moment and in a suitable condition for the combustion process. There
must therefore be some form of measured fuel supply, a means of timing the
delivery and the atomization of the fuel.

Maintenance of fuel filters

Mechanical separation of solid contaminants from oil systems (fuel and
lubricating) is achieved by the use of filters and strainers. A strainer is usually a
coarse filter to remove the larger contaminating particles. Both are arranged as full
flow units, usually mounted in pairs (duplex) with one as a standby.
Fuel oil blending process
Blending is the mixing of two fuels, usually a heavy fuel and marine diesel oil. The
intention is to produce an intermediate-viscosity fuel suitable for use in auxiliary
diesels.
Heavy oil separation control & Fuel Tanks guideline
Changes in refinery techniques are resulting in heavy fuel oils with increased
density and usually contaminated with catalytic fines. These are small particles of
the catalysts used in the refining process. They are extremely abrasive and must be
removed from the fuel before it enters the engine.
Function of fuel injector for a diesel engine
Both fuel oils and lubricating oils require treatment before passing to the engine.
This will involve storage and heating to allow separation of water present, coarse
and fine filtering to remove solid particles and also centrifuging.
Marine fuel oil microbiological infestation
Minute microorganisms, i.e. bacteria, can exist in lubricating oils and fuel oils.
Under suitable conditions they can grow and multiply at phenomenal rates. Their
presence leads to the formation of acids and sludge, metal staining, deposits and
serious corrosion.
Fuel oils treatment for marine use
Crude oil is, at the present time, the source of most fuel oils for marine use.
Synthetic fuels are being developed but will probably be too expensive for ship
propulsion. Solid fuel, such as coal, is returning in a small way for certain
specialized trade runs. The various refined products of crude oil seem likely to
remain as the major forms of marine fuel.
Fuel oil system for a diesel engine
The fuel oil system for a diesel engine can be considered in two parts—the fuel
supply and the fuel injection systems. Fuel supply deals with the provision of fuel
oil suitable for use by the injection system.
Fuel oil System -- Purpose
Pressurizing of Fuel oil to required level by FPM
Ensure continuous supply of fuel to all Fuel Injection Pumps
Supply of Fuel to Injectors by Fuel Injection Pump at a higher
pressure
Supply of required quantity of fuel at required pressure to
combustion chamber

Components in Fuel oil System

1.Fuel oil tank
2, Fuel trap
3. Primary Filter & Secondary Filter
4. Fuel booster pump
5. Relief Valve
6. Regulating valve
7. Fuel main header (Right & Left)
8. Fuel injection pumps (8 + 8)
9. Fuel injectors (8 + 8)
10. High pressure pipeline (8 + 8)
11. Crossover pipe (@ power takeoff end)

FUEL OIL TANK

Steel fabricated tank located between the two trucks
Provision of fuel oil filling on both side with caps &
strainers, to prevent foreign particles entering into
the tank.
Glow rod gauge & scale are provided on both sides
Vent pipe is provided to
Maintain air pressure on the top surface of oil
Enable air to escape out during filling

Fuel trap
Provided on the right side of the engine block between
fuel tank and fuel primary filter.
Traps heavy particles in fuel such as paper, cloth etc.

Primary & Secondary filters

Primary filter located at Engine right Side free End
(WDM 2, WDM 3A), Engine room or Compressor
Room (WDG3A).
Secondary filter is located at Engine right side free end.
Filters minute particles.

Booster pump
Electrical Motor driven pump is located at the
Compressor room.
When the pump starts working a partial vacuum is
created in the pump and the fuel oil is sucked from
the tank.
Fuel oil pressure Relief & Regulating valves
Relief valve is located near Secondary filter at engine
right side free end & set at 5.5 Kg/sq. cm2.
Relief valve is provided to protect the pump and
motor from over load whenever the secondary filter is
choked or due to any blockage in the system.
Regulating valve is located at engine left side free end & Set at 4.4 kg/cm2.
Regulating valve maintains constant pressure in the
fuel main headers.
The excess pressure returns to the tank

Fuel main headers

The header runs from free end to the power take off end on both sides.
These headers have fuel oil always stored at certain pressure.
Cross over pipe connects both side fuel oil main headers at power take off end
Fuel reaches the FIP’s through fuel jumper pipe/ Banjo pipe

High pressure pipe line

It is connected between FIPs & Injectors
The pressure of fuel oil flowing will be very high (approx. 7000 PSI to 9000 PSI).

Fuel injection pumps - FIPs

FIPs are operated by center cams of the camshaft
FIPs supply Fuel at very high pressure to the injectors.
FIPs are provided with fuel rack to allow required quantity of fuel. injectors
Finely drilled spray holes at the tip of the injector sprays fuel in atomized form so
as to distribute the oil throughout the combustion chamber.
The pressure during fuel injection is around 3600 PSI to 4050 PSI.
Trouble Shooting for AC Fuel Pump Motor
If FPM not working due to Inverter problem:
1. Switch OFF FPB & DEB
2. Change the Inverter Changeover Switch position
3. Switch ON FPB & DEB
4. Ensure FPM Working
5. If FPM is not working, Contact PRC
Note: DEM(Engine) will not work in this position

Fuel oil pressure not building up even though FPM working

Enroute examination
• Fuel balance and no leakage from tank.
• Ensure no fuel falls on engine block. Arrest leakage
immediately. If not possible shutdown loco.
• For High Pressure Pipeline Leakages, FIP Locking
can be done.
(Only one FIP on each side).
• Glow Rod gauge leakages can be arrested by
dummying it.
• Check fuel tank leakages after cattle run over /
while checking under gear examination