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.
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.
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.
problem illustrated in your question is typical of to-day residual fuel oils
burnt in yesterday designed Diesel plants.
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:
may also be a means to cope with the more and more frequently occurring
incompatibility problems, which are not really safeguarded against in any
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.