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Fuel Oil System Fuel Injection Equipment: B. Pritchard, J. Luzer, M. Borucinsky, A. Spinčić
Fuel Oil System Fuel Injection Equipment: B. Pritchard, J. Luzer, M. Borucinsky, A. Spinčić
Metering
Timing
Atomisation
Distribution
metering is controlled
timing is adjusted
atomisation and distribution are ahieved
1.
2.
3.
4.
5.
6.
7.
8.
9.
In the common rail system a separate injector pump serves each cylinder.
The jerk pump system is also known as the individual-pump injection system as
the bulk of the job is carried out by the pump itself, which raises pressure,
meters the charge and times the injection.
The term helix refers to the helical spring fitted in the barrel to return the
plunger on its down stroke.
The timing of the injection can be altered by raising or lowering the pump
plunger in relation to the cam.
Timing is adjusted by rotating the plunger in the barrel by means of a rack and
pinion.
Atomisation is the usual term to indicate the proper distribution and penetration
of fuel in the combustion chamber.
In all injection fuel pumps of the jerk type the plungers and barrels are so
accurately fitted that no packing of any king is used.
The barrel and plunger of the injector pump are interchangeable: if a plunger or
cylinder is worn out or damaged each may be easily replaced.
When the pump plunger releases the pressure in the barrel both the needle
valve in the nozzle and the delivery valve snap back on to their seats to
prevent dribbling.
The chief engineer will examine the Engine Log when he has time.
Upravitelj stroja e pregledati Dnevnik stroja kada bude imao
vremena.
(Futur II)
(10) Before the ship arrives into port, please advise the Engineer
Superintendent.
Prije nego to brod stigne (ili bude stigao) u luku, molim da
obavijesti
Strojarskog inspektora.
(11) We shant be able to leave port until the bunkering is fully
completed.
Neemo moi isploviti dok potpuno ne zavrimo krcanje goriva.
(12) As soon as the temperature reaches the top value, stop the
power supply.
im temperatura dosegne gornju granicu, iskljui struju. (ili im
temperatura bude
dosegla ).
Ex. The exhaust valve seat rings have worn out. They must be
reconditioned by grinding.
When the exhaust valve seat rings have worn out they must be
reconditioned by grinding.
1. The oil enters the cylinders. Impurities are extracted from the oil
passing it through a filter.
2. The Third Engineer was at dinner. The supply pipe to the boiler burst.
3. Dont use the new lubricating oil. The filter elemnts is first changed.
4. The air flows through the diffuser. Its velocity falls and is converted
into pressure.
5. I was leaving the engine room. I met the master.
6. The pressure of the exhaust gas is almost down to a minimum. It has
passed through the turbine.
7. The crankshaft has to be handled outside the engine. It should be
carefully supported.
8. The rotary vane of the spur wheel is turned together with the
camshaft. The vanes come to rest against the stop segment.
Ex. The ship will reach port. Its dangerous cargo will be unloaded. (as
soon as)
The cadet will take your letter to the Post Office. He will go ashore.
(when)
The refrigerator will continue to make that noise. We shall repair it.
(until)
New main beraings will be fitted. The ship will laeve port. (before)
The heavy fuel oil will be heated. It will be properly atomised. (when)
The lubricating oil pump will be assembled. The necessary spare part
will come. (as soon as)
The rain will stop. Well go ashore. (when)
The mechanic will overhaul the crane winches. The ship will be at sea.
(while)
The Superindendant will know the facts. He wont express an opinion
about the causes of engine breakdown. (until)
1. Gorivo se ubrizgava u cilindar im se oslobodi
odgovarajua koliina goriva.
2. Nakon to se podigne brijeg bregaste osovine
tada poinje pumpanje goriva.
3. Prije nego to gorivo doe do ubrizgivaa ono
se stlai putem klipa za gorivo.
4. Dok je izlazni otvor pumpe zaepljen, prekinuta
je dobava goriva u cilindar.
5. Kada gorivo pod velikim pritiskom doe do
sapnice ono se razdvaja u sitnu prainu i ulazi
u cilindar.
1. FUEL OILS
1. FUEL OILS
1. H.F.O.
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O.
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1.1.2 Blends
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1.1.2 Blends are fuel oil mixtures of different viscosity to obtain a
product of desired viscosity and density.
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1.1.2 Blends are fuel oil mixtures of different viscosity to obtain a
product of desired viscosity and density.
1.1.3 Crudes:
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1.1.2 Blends are fuel oil mixtures of different viscosity to obtain a
product of desired viscosity and density.
1.1.3 Crudes: natural mixtures consisting of hydrocarbons + sulphur,
nitrogen and / or oxygen derivatives of hydrocarbons.
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1.1.2 Blends are fuel oil mixtures of different viscosity to obtain a
product of desired viscosity and density.
1.1.3 Crudes: natural mixtures consisting of hydrocarbons + sulphur,
nitrogen and / or oxygen derivatives of hydrocarbons.
2. FUEL VISCOSITY
1. FUEL OILS
1. H.F.O. Heavy fuel oil ( residual, blends & crudes );
2. D.F.O. Diesel fuel oil or M.D.O. Marine Diesel oil or light fuel oil ( in
restricted sense )
1.1.1 Residuals are residues from various rafinery processes;
1.1.2 Blends are fuel oil mixtures of different viscosity to obtain a
product of desired viscosity and density.
1.1.3 Crudes: natural mixtures consisting of hydrocarbons + sulphur,
nitrogen and / or oxygen derivatives of hydrocarbons.
2. FUEL VISCOSITY
Internal resistance of a fluid to relative movement. Oil is more viscous
when cold. Viscosity is measured in Redwood Universal, Saybolt
Universal, Saybolt Furol and Engler, but most commonly in kinematic
cSt.
6. SAFETY DEVICES
6. SAFETY DEVICES
6.1 Low tank level alarm signals that a level in the tank is too low.
6. SAFETY DEVICES
6.1 Low tank level alarm signals that a level in the tank is too low.
6.2 Pressure loss alarm indicates a pressure drop below permissible
limits.
6. SAFETY DEVICES
6.1 Low tank level alarm signals that a level in the tank is too low.
6.2 Pressure loss alarm indicates a pressure drop below permissible
limits.
6.3 Viscosity regulator* controls fuel oil temperature, i.e. viscosity)
6. SAFETY DEVICES
6.1 Low tank level alarm signals that a level in the tank is too low.
6.2 Pressure loss alarm indicates a pressure drop below permissible
limits.
6.3 Viscosity regulator* controls fuel oil temperature, i.e. viscosity)
6.4 Pressure regulating valve ensures constant pressure at the fuel
main;
6. SAFETY DEVICES
6.1 Low tank level alarm signals that a level in the tank is too low.
6.2 Pressure loss alarm indicates a pressure drop below permissible
limits.
6.3 Viscosity regulator* controls fuel oil temperature, i.e. viscosity)
6.4 Pressure regulating valve ensures constant pressure at the fuel
main;
6.5 Quick close valves are valves having collapsible bridge and may
be closed from outside machinery space.
6. SAFETY DEVICES
6.1 Low tank level alarm signals that a level in the tank is too low.
6.2 Pressure loss alarm indicates a pressure drop below permissible
limits.
6.3 Viscosity regulator* controls fuel oil temperature, i.e. viscosity)
6.4 Pressure regulating valve ensures constant pressure at the fuel
main;
6.5 Quick close valves are valves having collapsable briage and may
be closed from outside machinery space.
6.6 Emergency remote cut-out switches fitted to the pumps and
actuated in case of emergency.
7. COMBUSTION
8.3 PENETRATION
Is the distance the oil droplets travel into combustion space before
mixing with air and igniting.
Turbulence is caused by :
Turbulence is caused by :
a) swirl, which is impared due to the air entry at scavange ports
Turbulence is caused by :
a) swirl, which is impared due to the air entry at scavange ports
b) fuel spray pattern
Turbulence is caused by :
a) swirl, which is impared due to the air entry at scavange ports
b) fuel spray pattern
c) piston crown shape
Turbulence is caused by :
a) swirl, which is impared due to the air entry at scavange ports
b) fuel spray pattern
c) piston crown shape
Turbulence improves fuel and air mixing for effective and rapid
combustion.
9. FUEL INJECTORS
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
a) choking due to dirt;
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
a) choking due to dirt;
b) inadeqate cooling ( high t. carbon building up on the atomiser;)
( low t. external corrosion )
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
a) choking due to dirt;
b) inadeqate cooling ( high t. carbon building up on the atomiser;)
( low t. external corrosion )
Testing:
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
a) choking due to dirt;
b) inadeqate cooling ( high t. carbon building up on the atomiser;)
( low t. external corrosion )
Testing:
Fuel injectors must be regulary overhauled;
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
a) choking due to dirt;
b) inadeqate cooling ( high t. carbon building up on the atomiser;)
( low t. external corrosion )
Testing:
Fuel injectors must be regulary overhauled;
After assembly an injector is tested with a test pump ( operating
pressure and fuel spray );
9. FUEL INJECTORS
They are inserted into fuel valve pocket of the engine cylinder.
Injectors can be fitted centrally ( simetrical fuel spray ) or in other
way depending upon the position of exhaust valves.
Defects:
a) choking due to dirt;
b) inadeqate cooling ( high t. carbon building up on the atomiser;)
( low t. external corrosion )
Testing:
Fuel injectors must be regulary overhauled;
After assembly an injector is tested with a test pump ( operating
pressure and fuel spray );
There should be no leakages.
9.1 COOLING
9.1 COOLING
By circulating water or oil through cooling passages.
9.1 COOLING
By circulating water or oil through cooling passages.
Heavy fuel injectors are fitted with water cooled nozzles.
9.1 COOLING
By circulating water or oil through cooling passages.
Heavy fuel injectors are fitted with water cooled nozzles.
If there were no cooling, the nozzles would become too hot and
liable to carbon deposits.
9.4 NOZZLES
9.4 NOZZLES
9.4.1. Purpose
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
the injection must be sharp to avoid deterioration of spray
into a dribble or jets.
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
the injection must be sharp to avoid deterioration of spray
into a dribble or jets.
9.4.2. Opening pressure
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
the injection must be sharp to avoid deterioration of spray
into a dribble or jets.
9.4.2. Opening pressure
Usually about 600 bar ( for medium speed diesel engines)
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
the injection must be sharp to avoid deterioration of spray
into a dribble or jets.
9.4.2. Opening pressure
Usually about 600 bar ( for medium speed diesel engines)
9.4.3 Types
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
the injection must be sharp to avoid deterioration of spray
into a dribble or jets.
9.4.2. Opening pressure
Usually about 600 bar ( for medium speed diesel engines)
9.4.3 Types
Multi orifice type.
9.4 NOZZLES
9.4.1. Purpose
The fuel is injected at high velocity through small holes in
the injector nozzle and the fine spray penetrates throughout
the combustion chamber.
the injection must be sharp to avoid deterioration of spray
into a dribble or jets.
9.4.2. Opening pressure
Usually about 600 bar ( for medium speed diesel engines)
9.4.3 Types
Multi orifice type.
The disposition of holes & their number depend upon the
combustion chamber design.
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.
All slow-speed two-stroke engines and many mediumspeed fourstroke 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.
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
specialised trade runs. The various refined products of crude oil seem likely to
remain as the major forms of marine fuel.
The refining process for crude oil separates by heating and distillation the various
fractions of the oil. Paraffin fuel would be used in gas turbine plants, gas oil in highand medium-speed diesel engines and crude oils in slow-speed and some mediumspeed diesels. Paraffin and gas oil are known as 'distillates', which are free flowing,
easily stored and can be used without further treatment. Residual fuels, however,
are very viscous or thick at normal temperatures, and require heating before 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
specialised trade runs. The various refined products of crude oil seem likely to
remain as the major forms of marine fuel.
The refining process for crude oil separates by heating and distillation the various
fractions of the oil. Paraffin fuel would be used in gas turbine plants, gas oil in highand medium-speed diesel engines and crude oils in slow-speed and some mediumspeed diesels. Paraffin and gas oil are known as 'distillates', which are free flowing,
easily stored and can be used without further treatment. Residual fuels, however,
are very viscous or thick at normal temperatures, and require heating before use.