Engine Simulator

Room
Familiarization
Propulsion plant
console
ENGINE SYSTEMS
Electrical plant
console
AUXILIARY
MaCHINERY
console
2
ENGINE
SYSTEMS
 Instructors Guide
Course: Marine Power Plant
Topic: Ancillary and Auxiliary Systems
ILO’s: After discussing this chapter, the
student should be able to:
• Explain in detail the flow of the
following engine system.
 Fuel oil system;
 Lubricating oil system;
 Piston cooling system;
Jacket cooling system;
Starting air system;
• Accurately identify the principal
parts that make up each system; &
• Correctly state the function of each
part
2.1

ANCILLARY
SYSTEM
Ancillary machinery systems -
provides basic functions such
as cooling, lubrication,
exhaust arrangements,
starting arrangements, fuel
treatment, and so on.
Auxiliary machinery - normally
fitted for main engine services
while other machinery is
provided for non-propulsion
purposes such as power
generation, domestic services,
cargo handling, etc.
2.2

FUEL OIL
SYSTEM
FUEL - is something that is burnt to
obtain power or heat.
• Types of fuel used on board the
ships:
Heavy Fuel Oil (a.k.a. bunker) (High
Sulphur Fuel Oil / HSFO)
Low Sulphur Fuel Oil (LSFO)
Marine Diesel Oil (MDO) & or Low
Sulphur MDO
Marine Gas Oil & or LSMGO
The fuel oil system can be divided into two
parts:
1. Fuel Oil Transfer and Purification
System
2. Fuel Oil Service System
BUNKERING – the process of loading the
FUEL OIL or Lubricating Oil
• Ship bunkering is the process of refueling
a ship just as you would get your car
refueled. 
A.Transfer and Purification –
deals mainly with storage
and purification of the fuel
oil.
this part of the system begins
from the bunkering manifold
and ends in the service tank.
 FO
Purifier
B. Fuel Oil Service – FO
service line start from the
FO Service tank and ends up
in the main engine &
auxiliary engines.
 Flow diagram

Manifold Main
/ Engine
Bunkering Storage Settling Service
from tank tank tank /
Bunker
Barge AE
Fuel is loaded to the 2storage
tanks via the 1bunker manifold.
The fuel is taken from the
storage tank by means of fuel oil
3transfer pump to the 4FO
settling tanks where it is pre-
heated and settled.
Depending on the type of oil,
storage tank must be heated to
20 to 50oC and the settling tank
60 to 80 C.
o

From settling tank, oil is

transferred to the 6FO service
tank after passing through the
5FO purifier.
From the service tank, oil passes
through the 7flow meter and into
the 8air separating chamber
(mixing tube) where it is suctioned
by the 9FO booster pump which
delivers the fuel under pressure
through the 10oil heater, 11viscosity
regulator and 12backwash filter and
finally to the 13fuel oil injector
The fuel oil injector system
has a return or re-circulating
line which brings the oil back
to the mixing tube.
Fuel Oil Injector
 2.3

LUBRICATING
OIL SYSTEM
LUBRICATING OIL SYSTEM
• The LO system can be divided
into two parts which uses
different type of lubricating
oil:
A. System Oil
B. Cylinder Oil
 Function of Lubrication
The lubrication system of an
engine provides a supply of
lubricating oil to the various
moving parts in the engine.
Main function:
enable the formation of a film
of oil between the moving
parts, which reduces friction
and wear.
also used as a cleaner
in some engines as coolant.
M/E Lubrication
System

Purifier
 MAIN LUBRICATING
OIL SYSTEM
The system oil is held in the main
engine sump tank.
From there it suctioned by the
main LO pump after passing
through the suction filter.
It is then delivered to the LO
cooler.
The cooler absorbs heat fro the lube
oil and passes it the cooling water.
The cooling water used is either
seawater from main sea water line
or circulating cooling freshwater for
the ships centralized cooling system.
The automatic temperature control
valve acts as a by-pass valve and
controls the amount of lube oil
entering the cooler.
This control depends upon the
temperature setting and serves to
prevent over cooling of the lube
oil.
It then passes trough the oil filter which
usually of the automatic backwash type
for the modern installations.
From there, the lube oil enters two
lines. The first line goes directly to the
main bearing lube oil inlet where it
lubricates and cools crankshaft and
main bearing. The other line is the
suction line for the crosshead LO pump.
From there, the lube oil is delivered to
lubricate and cool the crosshead.
As the lube oil is continuously used, it
accumulates dirt, gets contaminated and
eventually may form sludge. To prevent
contamination, especially the solid
contaminants from interfering in the
lubrication process and possibly causing
damage, the system is also equipped
with a LO purifier.
The lube oil is suctioned from the
lowest point of the sump tank by
the LO purifier feed pump and
delivers it to the heater and enters
the purifier where it is separated
from contaminants such as sludge
and water.
Cleaned oil then returns to the
main engine sump tank.
The purifier usually is
continuously running even when
the engine is stopped to
effectively clean the system oil.
CYLINDER OIL LUBRICATOR
2.5
PISTON
COOLING
SYSTEM
Path of piston oil cooling
 ENGINE
COOLING
SYSTEMS
 Two Types of
Cooling System :
1. Close cooling system
Freshwater cooling
2. Open cooling system
Seawater cooling
• In a central cooling system the sea
water circuit is made up of high and
low suctions, usually on either side
of the machinery space, suction
strainers and several sea water
pumps.
• The sea water is circulated through
the central coolers and then
discharged overboard. 
• A low-temperature and high-
temperature circuit exist in the
fresh water system.
• The fresh water in the high-
temperature circuit circulates the
main engine and may, if required,
be used as a heating medium for an
evaporator.
• The low-temperature circuit
circulates the main engine air
coolers, the lubricating oil coolers
and all other heat exchangers.
• A regulating valve controls the
mixing of water between the high-
temperature and low-temperature
circuits. A temperature sensor
provides a signal.
 Freshwater
Cooling System
 Sea Water
Overboard
Cooling
System

HIGH Sea chest Suction

LOW Sea chest Suction

2.7

Starting Air
System
• Main propulsion diesel engines use
compressed air as the medium for
starting.
• The components of the air starting
system are taken to include compressors
and storage bottles in addition to the
engine air start arrangement.
• A minimum of two compressors should
be matched to the starting air
requirements of the engine.
• The compressor after-coolers should
be protected by a bursting disc.
• All high pressure lines in the system
is to be made of solid drawn pipe.
• The system starts with the air
compressor which charges the air
receivers with compressed air up to
30 bar (3.0MPa).
• From the air receivers, compressed
air is led to the main engine starting
air line where it reaches the main
starting air stop valve and the
starting air distributor.
• The starting air distributor controls
the admission of the starting air to
each cylinder starting air valve.
Air Starting Valve
Main Air Compressor
Auxiliary Air Reservoir