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Manufacturer
Type
Soot
CO
NO
CO2
O2
Bosch
Kane-May
EFAW-65
KM 9106
Operating
Principal
Optical
Electro Chemical
Sensors
:10000 PS
:230-500 rpm
Bore
:400 mm
Stroke
:540 mm
Compression Ratio
:12.5:1
No. of Cylinders
:18
Layout
:V
No. of T/C
:1
3. EXPERIMENTAL PROCEDURE
Before the measurements the engine was prepared so that it can operate with and without the use
of the fuel additive. This work was made by MSTP Hellas Ltd through the installation of a special
dose pump on the fuel supply line of the engines high pressure pumps.
The experimental investigation consisted of the following:
Measurements at 410 rpm engine speed using load indicator of 38 at a full scale of 42 without using
additive in the fuel oil. Following this cylinder pressure diagrams were taken together with pollutant
emission measurements at steady conditions. Pollutant emissions were measured in the exhaust duct
at the Turbine inlet.
Following this and using the fuel oil additive measurements was taken of cylinder pressure and
pollutants at a load index of 38 where all peripheral measurements were similar to the previous case
were no additive was used. to the case using the additive. These measurements were taken during
the return trip of the vessel to Piraeus and after using the additive for 8 hours. Thus the time the
additive was used was rather limited.
Afterwards and after 1 and 1/2 month measurements were repeated from the same engine at the
same conditions using only fuel additive in percentages of 0.3% and 0.1%. Then measurements
were conducted using the lube oil additive and fuel oil additive also in percentages 0.3% and 0.1%
. Thus a total of 4 additional measurements.
All measurements conducted together with their numbering are provided in Table 1b which follows:
Table 1b
.
Load
Indicator
Lube Oil
Additive
38
Percentage
of Fuel Oil
Additive
%
0
1
2
38
0,3
NO
38
0,3
NO
38
0,1
NO
38
0,3
YES
38
0,1
YES
NO
Total
Total
Specific Fuel
Difference
Power
Consumption
kg
PS
g/PSh
Load
Percentage of
Lube Oil
Indicator
Fuel Additive
Additive Consumption
%
1
38
NO
821.4
5065
162.17
0.0
38
0,3
NO
820.7
5192
158.08
-2.6
38
0,3
NO
854.7
5444
157.00
-3.1
38
0,1
NO
846.1
5383
157.18
-3.0
38
0,3
YES
845.0
5352
157.89
-2.6
38
0,1
YES
848.9
5383
157.70
-2.8
From Table 2 it is revealed that for load index of 38 we have a reduction of specific fuel consumption
in the order of 2.6% with the first use of 0.3% additive which reaches almost 3% after use of 40 days.
Also we observe that this reduction can be achieved with a percentage of fuel additive of 0.1% as well.
This values taking into consideration the size of the engine and its total consumption is very
significant. The reduction of specific fuel consumption is straightforward in all cylinders
In Fig. 1 is given the total consumption for all cylinders as estimated from the diagnosis system for
cases No. 1, 2 and 4 of the previous Table. Similar results are observed for cases 3, 5-6. The total
consumption appears higher when using the additive but the power is also higher as revealed from Figs
1 and 2. For this reason it is used for comparison the specific fuel consumption which as revealed from
Fig.3 is lower for all cylinders when using the additive.
70
0% Fuel Additive
0.3% Fuel Additive
60
Specific Consumption:162.17
Specific Consumption:158.08
Specific Consumption:157.18
50
40
30
20
0
9 10 11 12 13 14 15 16 17 18
Total Power:5065 PS
Total Power:5192 PS
Total Power:5383 PS
425
400
375
350
325
300
275
250
225
200
175
150
125
100
0
9 10 11 12 13 14 15 16 17 18
180
175
0% Fuel Additive
170
165
160
155
150
145
140
135
130
0
9 10 11 12 13 14 15 16 17 18
Table 3
.
Date
Time
05/02/01 21:15
Fuel
Additive
%
0
06/02/01 21:45
Lube Oil
1st
2nd
2nd
2nd
2nd Mean
Additive Reading Reading Reading Reading Reading Value
NO
0.90
1.0
1.0
0.90
1.30
1.02
0.3
NO
0.60
0.70
0.50
0.50
0.40
0.54
17/03/01 21:25
0.3
NO
0.60
0.60
0.40
0.50
0.40
0.50
17/03/01 23:50
0.1
NO
0.50
0.40
0.40
0.40
0.43
18/03/01 21:12
0.3
YES
0.30
0.40
0.40
0.38
0.37
18/03/01 23:46
0.1
YES
0.20
0.30
0.30
0.20
0.25
It can be observed from Table 3 that there is a straightforward reduction of soot emission values when
using the fuel additive. The mean value before using the additive is 1,02 but with the first application
of the additive is becomes 0.54. The reduction is in the order of 50% and is considered to be very
significant.
Using the additive for 40 days the value has been reduced to 0.50 for a percentage of 0.3% and to
0.43 for a percentage of 0.1%. Significant reduction is also observed when using the lube oil additive
where the final value is close to 0.25 , i.e. reduction of soot about 85%. The value is considered to be
very significant. At this point we must mention that results are satisfying with the use of 0.1% after a
percentage of 0.3% has been used for a serious period.
4.3 Composition of Exhaust Gas-Gaseous Pollutant Emissions
In Table 4 are given the gases concentrations within the exhaustgas, at the point where soot
emissions were measured. No significant differences are observed for O2 and CO2.
For CO and NO there are no noticeable differences values being practically the same with and
without the use of the fuel oil additive. The differences are mainly due to differences in load between
the tests.. Therefore, the use of fuel oil additive does not cause a noticeable positive or negative effect
on gaseous pollutants values emitted from the engine exhaust system.
Table 4
. Percentage of Lube Oil
Fuel Additive Additive
Date
Time
CO
ppm
CO2
%
O2
%
NO
ppm
4.4
NO
05/02/01
21:15
198
6.3
12.5
1800
0.3
NO
06/02/01
21:45
169
6.2
12.6
1803
0.3
NO
17/03/01
21:25
195
6.3
12.5
1924
0.1
NO
17/03/01
23:50
224
6.4
12.4
2076
0.3
YES
18/03/01
21:12
217
6.4
12.4
1977
0.1
YES
18/03/01
23:46
219
6.1
12.8
1916
10
100
Reference Measurement
NO Additive
1 2
Cylinder Number:
6
9 10 11 12 13 14 15 16 17 18
90
80
70
60
50
40
30
20
10
0
100
200
300
400
500
600
Fig.4.1
110
100
Cylinder Number:
6
9 10 11 12 13 14 15 16 17 18
90
80
70
60
50
40
30
20
10
0
100
200
300
400
11
500
600
110
0% Fuel Additive
105
100
95
90
85
80
0
9 10 11 12 13 14 15 16 17 18
12
120
110
0% Fuel Additive
100
90
80
70
60
50
40
30
20
10
0
60
90
120
150
180
210
240
270
300
270
300
110
0% Fuel Additive
100
90
80
70
60
50
40
30
20
10
0
60
90
120
150
180
210
240
13
120
110
0% Fuel Additive
100
90
80
70
60
50
40
30
20
10
0
60
90
120
150
180
210
240
270
300
110
0% Fuel Additive
100
90
80
70
60
50
40
30
20
10
0
60
90
120
150
180
210
240
270
300
4.5
Lube Oil
Additive
NO
91.0
0.3
NO
92.6
0.3
NO
92.7
0.1
NO
92.1
0.3
YES
91.2
0.1
YES
91.0
In Figs. 7.1 and 7.2 is given the heat release rate inside the combustion chamber for load index of 38
without and with the use of the additive in percentages 0.3% and 0.1% for Cylinders No. 1 and 3. As
observed with the use of the additive the heat release rate is more intense at the first stages of
combustion. This has a positive effect on the produced work and the specific fuel consumption as
already mentions. Similar results are observed when using 0.1% of additive as well. The use of the
lube oil additive does not effect combustion as expected..
15
8000
7000
0% Fuel Additive
6000
5000
4000
3000
2000
1000
0
-1000
160
170
180
190
200
210
7000
0% Fuel Additive
6000
5000
4000
3000
2000
1000
0
-1000
160
170
180
190
16
200
210
4.5
Processing the measured data with the diagnosis system the injection quality of injectors is derived.
In Table 6 it is given the mean condition of all injectors for all measurements conducted. Form this it is
revealed that the use of the additive results to an improvement of injection quality which as shown by
Table 7 is straightforward eliminating the possibility of computational error.
Table 6
.
0.3
NO
87.1
0.3
NO
87.6
0.1
NO
86.7
0.3
YES
85.9
0.1
YES
86.1
17
friction reduction and to express this as percentage of total power output of the engine at full load. In
this manner it is possible to determine the effect of the additive on specific fuel consumption.
It must
Additive
1
2
3
4
5
6
7
Mean
Power
Increase %
Engine
Speed
500
750
1000
1250
1500
1750
2000
Torque Reading
lb
NO
4.65
4.65
5.30
5.60
6.15
6.70
7.05
YES
4.15
4.45
4.80
5.10
5.65
6.05
6.50
Water Temp.
C
NO
55
55
55
55
54
54
54
YES
55
55
54
54
54
54
53
Lube Oil
Temp.
C
NO YES
61
61
61
61
62
63
61
61
61
61
61
61
61
61
Diff. In
HP
Difference as
% of Full
Load
0.07
0.05
0.15
0.18
0.21
0.33
0.29
+3.5%
+3.5%
+3.4%
+4.2%
+3.3%
+3.6%
For the specific engine and based on its operation at 1000 rpm up to 2000 rpm it is observed using the
lube oil additive an increase of power output in the order of 3.% which is straightforward and
observed in all measurements. This results reveals that for the specific engine the use of the lube oil
additive results to a decrease of specific fuel consumption in the order of 3.6% due to the reduction of
frictional losses. At this point we must note that the specific engine is in very good condition so that
not to have increased mechanical losses due to malfunction etc. The motoring method used is very
accurate and reveals immediately the trend for reduction or not of mechanical losses since its a direct
method for measuring their value.
18
d) There is due to the use of fuel oil additive an acceleration of combustion which is revealed by a slight
increase of peak pressure (1-2 bar) in some cylinders and especially from the heat release rate. In
general the use of the additive does not result to a serious change of cylinder combustion pressure
especially in cylinders that have a proper injection timing. From the present analysis it results that the
mean cylinder pressure in all cases was practically the same without and with the use of the additive.
19