The fuel oil system for a diesel engine

Internal combustion engine procedure

: The fuel oil system for a diesel engine can be considered in two
partsthe 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
manoeuvring conditions.
In the system shown in Figure , 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.

Operation on Heavy Fuel Oil

Main engines designed to manoeuvre on heavy fuel oil are to be operated according
to the manufacturers instructions. All other types of main engines are to be
manoeuvred on diesel oil according to the manufacturers instructions.
In the event of problems during manoeuvring on 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
types 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 types maximum period at standstill during manoeuvring is
exceeded.

Fuel injection
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 atomisation of the fuel. The injection of the fuel is achieved by the
location of cams on a camshaft. This camshaft rotates at engine speed for a twostroke 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.

SCAVENGE FIRE

For a scavenge fire to begin there must be present a combustible

material, oxygen or air to support combustion, and a source of heat
at a temperature high enough to start combustion. In the case of
scavenge fires the combustible material is oil. The oil can be
cylinder oil which has drained down from the cylinder spaces, or
crankcase oil carried upwards on the piston rod because of a faulty
stuffing box. In some cases the cylinder oil residues may also
contain fuel oil. The fuel may come from defective injectors,
injectors with incorrect pressure setting, fuel particles striking the
cylinders and other similar causes. The oxygen necessary for
combustion comes from the scavenge air which is in plentiful supply
for the operation of the engines. The source of heat for ignition
comes from piston blowby, slow ignition and afterburning, or
excessive exhaust back pressure, which causes a blowback through
the scavenge ports.

INDICATIONS OF SCAVENGE FIRE

Indications of a scavenge fire are loss in power and irregular running of the engine,
high exhaust temperatures of corresponding units, high local temperature in
scavenge trunk, surging of turbocharger, and sparks and smoke emitted from
scavenge drains. External indications will be given by a smoky exhaust and the
discharge of sooty smuts or carbon particles. If the scavenge trunk is oily the fire
may spread back-from the space around or adjacent to the cylinders where the fire
started and will show itself as very hot spots or areas of the scavenge trunk surfaces.
In ships where the engine room is designed as UMS, temperature sensors are fitted
at critical points within the scavenge spaces. activation would cause automatic slow
down of the engine.

What is scavenge fire ?

Carbonized lube oil, unburnt fuel oil and carbon from the residual products of the combustion spaces
are accumulated in the scavenge spaces with the running of the engine. Under certain faulty running
condition of the engine, these may ignite causing a fire in the enclosed scavenge space, known as
scavenge fire.

Causes of Scavenge Fire

1.

Blow past of combustion products caused by leaky, sticky or broken piston rings,
worn out liner, faulty cylinder lubrication, or insufficient axial clearance of the piston
rings.

2.

Overheated piston dissipates heat to the under piston area caused by faulty
atomization and injection pressure, faulty fuel pump timing, loss of compression,
engine overload, failure of coolant circulation or insufficient cooling due to
formation of scale.

3.

Blow back of exhaust gases caused by exhaust back pressure or deposits on

exhaust ports, fouling of grid before turbine inlet, fouling of turbine blades, choking

of EGB or economiser gas outlet.

4.
Presence of fuel oil in the scavenge spaces due to defective fuel injectors,
incorrect pressure setting of injectors or fuel particles landing on the cylinder liner
due to excessive penetration.
5.
6.

Excessive cylinder lubrication which is drained down to scavenge spaces.

Oxygen is plenty during engine operation.

7.

Fouled scavenge manifold.

Indication of Scavenge Fire

1.

Engine revolution drops as the power generation in the affected cylinder is

reduced.
2.
Unstable operation of Turbo charger and may cause surging.
3.

Exhaust temperature of the affected cylinder increases, as the cylinder is not

receiving fresh air.

4.
5.

Black smoke with exhaust due to incomplete combustion in that unit.

Discharging of spark, flame or smokes through drain cocks from scavenge air

boxes.
6.
Rise of pressure and temperature of air in the air box below the piston.

7.
8.

Visible evidence of fire if a transparent window is fitted.

Cooling water outlet temperature of the affected unit is increased.

Action to be Taken
1.
2.

Inform bridge and reduce the speed.

Cut of fuel supply to the affected unit and shut off valves.

3.
4.

Cylinder lubrication is increased.

Coolant flow through jacket and piston is maintained.

5.
6.

Drains to be shut to prevent flow of spark in engine room.

Keep clear of scavenge space relief valve to prevent human injury.

Fire should be extinguished after some time. If the fire spread in the other scavenge
spaces along with the scavenge manifold, then
1.

Inform bridge and stop the engine

2.
3.

Stop fuel oil booster pump

Open indicator cocks, engage turning gear and turn engine to prevent engine

seizure
4.
Normal engine cooling and lubrication are maintained
5.
6.

Scavenge air duct flap valve before engine is to be shut

Release the smothering gases (Steam or CO2) to extinguish fire

7.

Before opening scavenge door ventilate the space thoroughly if CO2 is released.

Inspection after Scavenge Fire

1.
2.

Intense fire can cause distortion and may upset piston alignment
Check by turning the engine and watch movement of piston in the liner, check for
any occurrence of binding at part of stroke (Binding indicates misalignment of

piston)
3.
Check spring on scavenge space relief device, if the device was near the set of
fire
4.
Piston rod packing spring also should be checked, which may have become
weakened by overheating
5.
Check piston rings and liner for any distortion or reddish burning mark
6.
7.

Check diaphragm and frame near affected part

Check guides and guide shoes

8.

Check tension of tie bolts

Prevention of Scavenge Fire

1.
2.

Clean scavenge space and drain at regular intervals

Keep scavenge space drain open at regular intervals

3.
4.

Excess cylinder lubrication must be avoided

In case of timed lubrication, the time has to be checked as per PMS

5.
6.

Piston rings must be properly maintained and lubricated adequately

Piston rod stuffing box must be maintained to prevent oil ingress in the scavenge

space.
7.
Prolong engine or any cylinder over loading to be avoided
8.

Cylinder liner wear must be within admissible limits

Scavenge Space Protection Devices

Electrical temperature sensing device fitted within the trunking, which will

automatically sound an alarm in the event of excessive rise in local temperature.

Pressure relief valves consisting of self closing spring loaded valves are fitted and

should be examined and tested periodically.

Fixed fire extinguishing system may be CO2, Dry Powder or Steam.