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Q & A - DIESEL ENGINES  (last update- 02 november 1999)

D01-Q. You claim that Moletron is able to extend the service life of Diesel Engines parts. Please explain how.

A. The energy developed from ultrasonic waves and concentrated in the treatment cell in such a narrow space are able to dissolve and disperse aggregations of elements (and their compounds) that contribute to form micelles of asphaltene. In effect the just mentioned disruption produces a more uniform size of hydro-carbon particles (or micelles) that, at each fuel injection, in turn, results in uniform size of fuel droplets; in other words the flame propagation occurs instantly (and at same velocity) within the entire volume of the compressed air, practically in shorter time and in shorter space, producing an higher explosion pressure, without carbon unburnt or burning sparks that keep-on burning in exhaust ducts, sometimes up to the funnel.
Our customers report the following improvements:

  • absence of fouling (or plugging) on burners' tips;
  • zero flame's impingement against pistons crowns and cylinder liners;
  • absence of carbon unburnt between piston grooves and rings;
  • free exhaust ports from slag - clean exhaust valves' seat;
  • clean air valves;
  • clean gas nozzles at turbochargers gas-turbines - clean gas-turbines blades;
  • clean recovery boilers.

Moreover, all parts downstream the combustion process resulted far less stressed by thermal torments, mainly pistons, piston's rings, liners, exhaust ports or valves. Extended life of rings, liners, valves were achieved; cylinder compression rates were maintained for far longer periods. Cleaner status of fuel nozzles, allowed a prolonged period between nozzles' calibrations.
The first comparative study was carried out on a 8RND90 Diesel Engine burning a 380 cts F.O., running 24 months (from yard-to-yard) without MOLETRON and 30 months with Moletron (still from yard-to-yard).
On request we can send you a three pages report that resumes all the topics of this survey.
Acknowledged letters from customers, on the topic of extended service life of parts are also available.

D02-Q. Two low speed engines operating always at MCR suffer of deep pitting on liners made of cast iron. Can Moletron stop that corrosion phenomenon - mainly due to flames' impingement? How can I be assured that Moletron works against pitting?

A. Yes, Moletron can help. Any Moletron application always shows reduced flames' volume and flames stop to impinge against liners. This may help in cutting off the de-carbonizing phenomenon of cast-iron, when the latter undergoes thermal torment originated from flames' impingement.

To be sure that MOLETRON works, the only way is to install it on trial for a sufficient number of months in order to ascertain that corrosion phenomena disappear. To find more about MOLETRON TRIAL click on rental with option to purchase.


D03-Q. Our power plant is equipped with a medium speed Diesel generator that absorbs peaks of power request for about six hours a day. The old fashioned purifier-clarifier centrifugal system, although in good state of maintenance-operation, leaves certain amount of water and solid particles in the treated F.O. Solid particles have produced too frequent foulings to injectors, discharge valves and turbocharger’s nozzles. The use of a low sulphur F.O. with density ranging between 0.975 and 0.985 and containing 1.0% of water is our problem, although the original bed tests reports, show an extensive test with a similar F.O. without producing traces of particulate flue gases extracted upstream and downstream the turbochargers.
We have fitted a finer mesh in the hot filter and stopped particles up to 20 microns, because installing a mesh of 15 microns resulted in too frequent filter clogging and insufficient F.O. flow towards plunger pumps, after two hours of operation.
Thanks to the fine filtration the fouling to injectors has decreased but still burdening.
Please, illustrates how Moletron can alleviate (or better eliminate) the a.m. problem.

A.      The problem illustrated in your question is typical of to-day residual fuel oils burnt in yesterday designed Diesel plants.
To compare yesterday bed tests carried out with high density F.O. with to-day operation with similar F.O., the comparison data have to include also the water content, the carbon residue, the asphaltene content, the ashes content, the total sediment after ageing, the aluminium and silicon.
The comparison between the fuel used during the bed test and the to-day used fuel, should be made (possibly) among data "before and after" the centrifugal treatment, thus giving also the possibility to check the real efficiency of to-day purifying-clarifying operation.
However we suggest also to try MOLETRON for a sufficient span of time (e.g. two months), in order to verify the cost-benefit of the ultrasonic treatment. Click on rental with option to purchase.
To fulfil your request of explanation we produce herein an abstract from a paper issued on 3/2/1998 by "MAN B&W Diesel A/S, Libraries-Papers", Operation on Heavy Residual Fuels, (you may find it on the web, http://www.manbw.dk ).

At page 6 of the paper, at chapter "Supplementary Equipment", after some considerations on the traditional system of centrifugal clarifiers versus new automatic de-sludging clarifiers, it quotes:

"We consider the removal of solids to be the main purpose of fuel treatment.

Although not necessarily harmful in its own right, the presence of an uncontrolled amount of water and sludge in the fuel makes it difficult to remove the solid particles by centrifuging. Therefore, additional equipment has been developed:

Homogenisers are used to disperse any sludge and water remaining in the fuel after centrifuging. A homogenizer placed after the centrifuge will render fresh water (not removed by centrifuging) harmless to the engine, and eventually lead to the acceptance of fuels with no density limit.

 Homogenising may also be a means to cope with the more and more frequently occurring incompatibility problems, which are not really safeguarded against in any fuel specification.
Both ultrasonic and mechanical homogenisers are available.

Fine filters
Fine filters are placed directly after the centrifuge, or in the supply line to the engine, in order to remove any solid particles not taken by centrifuging. The mesh is very fine, i.e. down to 5 micron.

 Homogenising before a fine filter may reduce the risk of fine filter blocking by agglomeration of asphaltenes".


Therefore the installation of MOLETRON may allow you to install finer mesh in your hot F.O. filter. Up to you to try 15 or 10 micron meshes, or even the 5 micron size.
Adopting MOLETRON and a finer filter may almost eliminate or greatly alleviate your problem.



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