FUEL OIL SYSTEM

The fuel oil system is designed to inject correctly

metered amount of fuel oil at correct high pressure
into the engine cylinders at a stipulated time in a
highly atomized form. High pressure of fuel is
required for lifting the nozzle valve, penetration of
fuel into pressurized combustion chamber and
proper atomization. As the engine is a variable
speed and load engine with variable fuel
requirement within a particular range correct
metered quantity is essential. Timing of injection is
important to burn the fuel completely.
 Fuel oil tank, Capacity- 5000 (WDM2), 6000 (WDG3A) lts
 Fuel primary filter-(paper type filter)
 Booster pump (fuel transfer pump)
 Pump capacity- 14 lts/ minutes (at 1725 rpm)
 Pessure-4-4.8 kg/cm2
 Fuel relief valve set at 5.2 kg/cm2
 Fuel secondary valve- (Paper type filter )
 Fuel regulating valve adjusted at 3.8 to 4.0 kg/cm2.
Working of Fuel oil System
 Fuel oil booster pump draws fuel from the tank and then distributes
it through out the system.
 The suction side is between the tank and the booster pump. All oil
drawn from the tank must pass through primary filter used.
 The pressure side is between the booster pump and the pressure-
regulating valve. As the oil flows through the system, it first passes
by a pressure relief valve set for 75 psi, the purpose of which is to
protect the booster pump, motor and system from overload.
 Oil then passes through the primary and secondary filter into the
right bank fuel header, which feeds the fuel injection pumps on the
right side of the engine.
 Fuel crosses over at the generator end into the left bank header,
which feeds the left back fuel injection pumps.
 The 50 psi pressure regulating valve, located at the discharge end of
the left bank header, control the fuel oil pressure in both headers.
Near this valve is the line connecting to the fuel oil pressure gauge.
Failures in fuel oil system
FAILURE OF LOCOMOTIVE DUE TO FUEL OIL
SYSTEM
The locomotive generally fails due to fuel oil pressure not
building up, which may be due to following reasons:-
• Fuel - Less than 700 Litres fuel in tank.
• Clogging of fuel filters
(a) Quality of primary and secondary filters-If
the elements are not as per the RDSO specifications.
(b) Quality of HSD oil-When the fuel is contaminated with
water, rust, dirt, dust, fungi or any micro-organism.
(c) Condition of HSD tank-The fuel in the tank is required
to be free from water, dirt, dust, rust and other
contaminations. It is known that some sort of micro-
biological growth takes place inside the HSD storage
tanks, but the condition worsens due to prolonged
storage and the oil water inter phase becomes
susceptible to infectious attack by micro-organisms.
Such an attack would lead to constant build-up of
bacterial and fungal cells, which can ultimately cause
choking of filter pores.
• Defective Fuel Booster Pump and Motor
(a) Rotor or idler gear damaged.
(b) Leakages from the cover gasket.
(c) Leakages from the pump seals.
(d) Breakage of spring
(e) Broken booster pump coupling.
(f) Breakage of carbon brush
(g) Commutator flashover.
(h) Improper wire connections securing of fuel pump
motor.
• Leakages
(a) Suction pipe leaking.
(b) Bursting of high pressure tubes.
(c) Leakages from flexible and metallic pipes.
(d) Leakages from banjo pipes.
• Defective Fuel Injection Pump and Injector Nozzle
(a) Excessive hot pump.
(b) Broken delivery valve spring.
(c) Broken guide cup spring.
(d) Working out or breakage of FIP foundation bolts
(e) Injection nozzle stuck open or closed.
(f) Injector nozzle cap cracked.
• Relief and Regulating valve
(a) Sticking of relief and regulating valve
• Battery switch not closed
Fuel Oil Test and significances
• Water content (by Crackle test, 0.05% by vol.).
• Viscosity (Spray pattern affects).
• Carbon residue (10% by mass).
• Sulphur content (0.25% by mass, may cause corrosion in engine parts).
• Cetane number (indicate ignition quality, 45).
• Specific gravity (Co-relates with calorific value of fuel so tested at 15’C).
• Flash point(Temp.at which it gives sufficient vapour to form a mixture with air).
• Colour comparison (with potassium dichromate solution)
Maintenance of Fuel Injection System
SCHEDULE MAINTENANCE OF FUEL INJECTION
1. Trip Fuel Pump rack to be oiled and checked for free TESTING PROCEDURES OF INJECTOR ON THE
SYSTEM movement. TEST STAND:
1. Atomization The mist spray n a misty form and the
2. Fortnightly Fuel oil sample from the tank to be tested for injector must be sharp. If atomization is not
water contamination. good the valve must be re-lapped.
3. Monthly Fuel oil primary filter to renew, if it is paper
type. 2. Breaking The breaking pressure must be within
4. Quarterly Test Injector in the test stand and overhaul if Pressure limits. If not adjust the pressure by adding
necessary and keep a record of condition. The or removing shims.
injection pump timing to be checked and 3. Chattering sound Sound due to sharp closing of nozzle valve.
adjusted. Fuel oil secondary filter to be 4 Dribbling After injection wait and see if oil collects at
renewed. the tip in drops. This indicates dribbling.
5. Half yearly Fuel oil Booster pump to overhaul; also F.I.P. This must be overcome by correcting
6. Yearly Fuel injection pump to be overhauled and test in spring tension to standard value or
the test stand. Record the performances and standardizing the life or replacing the
watch during the intermediatory schedule valve.
examination
5. Leak off rate Set the breaking pressure 100 PSI less and
7. Vacuum 30 to 40 cm (Fuel Booster Pump Suction Vac)
allow the pressure to drop to 0. For new
pump delivery per minute: 10 to 14 lits.
nozzle the time will be more than 19 sec
Pressure during bleed by 9/16” hole=3.5 to 4.2
and the old nozzle above 6 secs.
Kg/Cm2 bleed delivery per minute: 8 to 10
litre/min 6. Spray pattern 9 spray holes will be seen on the Blotting
paper.