The Atomizing Experimental Study of the Refined Oil-Water Coal Slurry on the Diesel Engine of the Large-Scale Ship

2010 ◽  
Vol 152-153 ◽  
pp. 1822-1825
Author(s):  
Xiao Hua Wei ◽  
Hong Xing Zhang ◽  
Lan Zhu Ren ◽  
Yang Fang
Keyword(s):  
Large Scale ◽  
Calorific Value ◽  
Fuel Oil ◽  
Coal Slurry ◽  
Heavy Fuel Oil ◽  
Refined Oil ◽  
Water Slurry ◽  
Marine Diesel ◽  
Oil Water ◽  
Almost All

At present almost all low-speed diesel engines burn heavy fuel oil or low-quality fuel oil, the viscosity, low calorific value and impurities are similar as oil-water coal slurry, so, oil-water coal slurry is possible as the fuel of large marine diesel. This article has carried on the description about atomized characteristic of oil-water slurry, and it’s atomizing performance and analysis to the nozzle of type ZCK154S432 and type ZCK154S423 is studied experimentally from different spurting pressure, the different spray nozzle type as well as the different density of refined oil-water slurry, obtained the main factors of affect oil-water slurry’s atomization, illustrated the importance of developing coal instead of oil.

Cenosphere formation of heavy fuel oil/water emulsion combustion in a swirling flame

2021 ◽  
Vol 216 ◽  
pp. 106800
Author(s):  
Xinyan Pei ◽  
Paolo Guida ◽  
K.M. AlAhmadi ◽  
Ibrahim A. Al Ghamdi ◽  
Saumitra Saxena ◽  
...  
Keyword(s):  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Water Emulsion ◽  
Swirling Flame ◽  
Oil Water

Maintaining Marine Diesel Emissions Using Performance Monitoring

2010 ◽  
Author(s):  
Herbert Roeser ◽  
Dilip Kalyankar
Keyword(s):  
Diesel Engine ◽  
Performance Monitoring ◽  
Fuel Oil ◽  
Exhaust Gas ◽  
Gas Emission ◽  
Heavy Fuel Oil ◽  
Tier Ii ◽  
Technological Advances ◽  
Exhaust Gas Emission ◽  
Marine Diesel

Ships are an integral part of modern commercial transport, leisure travel, and military system. A diesel engine was used for the first time for the propulsion of a ship sometime in the 1910s and has been the choice for propulsion and power generation, ever since. Since the first model used in ship propulsion, the diesel engine has come a long way with several technological advances. A diesel engine has a particularly high thermal efficiency. Added to it, the higher energy density of the diesel fuel compared to gasoline fuel makes it inherently, the most efficient internal combustion engine. The modern diesel engine also has a very unique ability to work with a variety of fuels like diesel, heavy fuel oil, biodiesel, vegetable oils, and several other crude oil distillates which is very important considering the shortage of petroleum fuels that we face today. In spite of being highly efficient and popular and in spite of all the technological advances, the issue of exhaust gas emissions has plagued a diesel engine. This issue has gained a lot of importance since 1990s when IMO, EU, and the EPA came up with the Tier I exhaust gas emission norms for the existing engine in order to reduce the NOx and SOx. Harsher Tier II and Tier III norms were later announced for newer engines. Diesel fuels commonly used in marine engines are a form of residual fuel, also know as Dregs or Heavy Fuel Oil and are essentially the by products of crude oil distillation process used to produce lighter petroleum fuels like marine distillate fuel and gasoline. They are cheaper than marine distillate fuels but are also high in nitrogen, sulfur and ash content. This greatly increases the NOx and SOx in the exhaust gas emission. Ship owners are trapped between the need to use residual fuels, due to cost of the large volume of fuel consumed, in order to keep the operation of their ships to a competitive level on one hand and on the other hand the need to satisfy the stringent pollution norms as established by the pollution control agencies worldwide. Newer marine diesel engines are being designed to meet the Tier II and Tier III norms wherever applicable but the existing diesel engine owners are still operating their engines with the danger of not meeting the applicable pollution norms worldwide. Here we make an effort to look at some of the measure that the existing marine diesel engine owners can take to reduce emissions and achieve at least levels prescribed in Tier I. Proper maintenance and upkeep of the engine components can be effectively used to reduce the exhaust gas emission. We introduced a pilot program on diesel engine performance monitoring in North America about two years ago and it has yielded quite satisfying results for several shipping companies and more and more ship owners are looking at the option of implementing this program on their ships.

Research on Application of Waste Plastic Disposal of Marine Diesel Engines

2008 ◽  
Vol 45 (04) ◽  
pp. 191-193
Author(s):  
Wei Hai-jun ◽  
Wang Guo-you ◽  
Wang Xiao-rui
Keyword(s):  
Diesel Engines ◽  
Calorific Value ◽  
Diesel Oil ◽  
Fuel Oil ◽  
Advanced Technique ◽  
Engine Operation ◽  
Waste Plastic ◽  
Marine Diesel ◽  
Points Of View ◽  
Research On Application

The purpose of this paper is to study the applicability of thermal processed fuel oil (hereafter called waste plastic disposal, or WPD) of diesel engines using low-quality fuel oil. In the experiment, stability of engine operation and components of exhaust gas, such as NOx and COx, were inspected from basic and applicable points of view. This paper illustrates a new test and result of WPD oil applied to marine diesel engines. In recent years, efforts have to be made to develop an advanced technique for recycling waste plastics in order to use scrapped plastics as fuel for diesel engines. It is very important and necessary for us to cope with the increasing calorific value and to satisfy the growing need of environment protection. The experimental fuel oil is obtained by a mixing of diesel oil, WPD, and water.

scholarly journals Size-segregated characteristics of organic carbon (OC), elemental carbon (EC) and organic matter in particulate matter (PM) emitted from different types of ships in China

2020 ◽  
Vol 20 (3) ◽  
pp. 1549-1564 ◽  
Author(s):  
Fan Zhang ◽  
Hai Guo ◽  
Yingjun Chen ◽  
Volker Matthias ◽  
Yan Zhang ◽  
...  
Keyword(s):  
Particle Size ◽  
Elemental Carbon ◽  
Fine Particles ◽  
Particle Mass ◽  
Fuel Oil ◽  
Chemical Compositions ◽  
Particle Sizes ◽  
Heavy Fuel Oil ◽  
Different Types ◽  
Marine Diesel

Abstract. Studies of detailed chemical compositions in particles with different size ranges emitted from ships are in serious shortage. In this study, size-segregated distributions and characteristics of particle mass, organic carbon (OC), elemental carbon (EC), 16 EPA polycyclic aromatic hydrocarbons (PAHs) and 25 n-alkanes measured aboard 12 different vessels in China are presented. The results showed the following. (1) More than half of the total particle mass, OC, EC, PAHs and n-alkanes were concentrated in fine particles with aerodynamic diameter (Dp) < 1.1 µm for most of the tested ships. The relative contributions of OC, EC, PAH and alkanes to the size-segregated particle mass are decreasing with the increase in particle size. However, different types of ships showed quite different particle-size-dependent chemical compositions. (2) In fine particles, the OC and EC were the dominant components, while in coarse particles, OC and EC only accounted for very small proportions. With the increase in particle size, the OC / EC ratios first decreased and then increased, having the lowest values for particle sizes between 0.43 and 1.1 µm. (3) Out of the four OC fragments and three EC fragments obtained in thermal–optical analysis, OC1, OC2 and OC3 were the dominant OC fragments for all the tested ships, while EC1 and EC2 were the main EC fragments for ships running on heavy fuel oil (HFO) and marine-diesel fuel, respectively; different OC and EC fragments presented different distributions in different particle sizes. (4) The four-stroke low-power diesel fishing boat (4-LDF) had much higher PAH emission ratios than the four-stroke high-power marine-diesel vessel (4-HMV) and two-stroke high-power heavy-fuel-oil vessel (2-HHV) in fine particles, and 2-HHV had the lowest values. (5) PAHs and n-alkanes showed different profile patterns for different types of ships and also between different particle-size bins, which meant that the particle size should be considered when source apportionment is conducted. It is also noteworthy from the results in this study that the smaller the particle size, the more toxic the particle was, especially for the fishing boats in China.

Particulate Emissions From a Two-Stroke Marine Diesel Engine Operated With Heavy Fuel Oil

2002 ◽  
Author(s):  
Tatsuro Tsukamoto ◽  
Kenji Ohe ◽  
Hiroshi Okada
Keyword(s):  
Diesel Engine ◽  
Sulfur Content ◽  
Diesel Oil ◽  
Fuel Oil ◽  
Particulate Emissions ◽  
Marine Diesel Engine ◽  
Heavy Fuel Oil ◽  
Particulate Emission ◽  
Marine Diesel ◽  
Test Engine

In these years, a problem of air pollution in a global scale becomes a matter of great concern. In such social situation, diesel engines are strongly required to reduce the NOx and particulate emission in the exhaust gas. In this paper, measurements of particulate emissions from a low speed two-stroke marine diesel engine were conducted with several kinds of diesel oil and a heavy fuel oil, to know the characteristics of particulate emissions at the present situation. The effects of engine load and sulfur content of the fuel on the particulate emission have been examined. The particulate emission from the test engine was measured by partial-flow dilution tunnel system, and particulate matter collected on the filter was divided into four components, SOF (soluble organic fraction), sulfate, bound water and dry soot, by Soxlet extraction and ion chromatograph. Results show that the particulate emission from the test engine operated with heavy fuel oil is three times as much as the value with diesel oil and that not only sulfate but SOF and dry soot concentration increase with the increase in fuel sulfur content. It is also found that the conversion rate from sulfur in fuel into sulfate in particulate matter is nearly independent of the sulfur content in the fuel and increases with the increase in the engine load.

A two-component heavy fuel oil evaporation model for CFD studies in marine Diesel engines

Fuel ◽  
2014 ◽  
Vol 115 ◽  
pp. 145-153 ◽  
Author(s):  
Nikolaos Stamoudis ◽  
Christos Chryssakis ◽  
Lambros Kaiktsis
Keyword(s):  
Diesel Engines ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Evaporation Model ◽  
Two Component ◽  
Marine Diesel

scholarly journals Water/Heavy Fuel Oil Emulsion Production, Characterization and Combustion

2021 ◽  
Vol 10 (3) ◽  
pp. 597-605
Author(s):  
Moalla Alaa ◽  
Soulayman Soulayman ◽  
Taan Abdelkarim ◽  
Zgheib Walid
Keyword(s):  
Water Content ◽  
Calorific Value ◽  
Fuel Oil ◽  
Saving Rate ◽  
Heavy Fuel Oil ◽  
Oil Emulsion ◽  
Direct Measurements ◽  
Heat Value ◽  
In Fire ◽  
Water Contents

In order to produce a water/heavy fuel oil emulsion (W/HFO) with different water contents to cover the daily needs of a fire tube boiler or a water tube boiler, a special homogenizer is designed, constructed and tested. The produced emulsion is characterized and compared with the pure HFO properties. It is found experimentally in fire tube boiler that, the use of W/HFO emulsion with 8% of water content (W0.08/HFO0.92) instead of HFO leads to a saving rate of 13.56% in HFO. For explaining the obtained energy saving the term “equivalent heat value (EHV) of the W/HFO emulsions”, defined as the ratio of the W/HFO emulsion net calorific value to the HFO content in the emulsion, is used. Based on direct measurements, provided in this work, it was found that the equivalent heat value (EHV) increases with the water content in the water/heavy fuel oil (W/HFO). It reaches 1.06 times of HFO net calorific value at water content of 22.24%. The obtained, in the present work, experimental results demonstrate the dependence of the emulsion EHV on its water content. These results are in agreement with the results of other authors. Therefore, the contribution of water droplets in the emulsion combustion is verified. It is found experimentally that, the emitted CO, SO2  and H2S gases from the fire tube boiler chimney decreases by 5.66%. 3.99% and 48.77% respectively in the case of (W0.08/HFO0.92) emulsion use instead of HFO.

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