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Topics - phaedrus

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Waste Motor Oil / removing contamination-carbon
« on: July 03, 2007, 09:53:38 PM »
I've read in various places on this site about people trying to remove carbon from waste lube oil. The carbon particles are very small, and the oils are designed to keep the carbon in suspension - two serious problems. In addition, waste oil often contain contaminates that are liquid - no filter can remove these very well. So I've been thinking about the problem as a chemistry problem, not a mechanical one.

Here's a short paper for a lay audience on contamination: http://www.machinerylubrication.com/article_detail.asp?articleid=1033&pagetitle=Four%20Lethal%20Diesel%20Engine%20Oil%20Contaminants

You'll see in that article that it's possible to precipitate out the soot and additatives - and clog the engine oiling system!

From the hip, as it were, and based on that article in part, it looks to me like the way to remove the glycols, acids, additative "package" and the suspended carbon, is to make up a solution of 1% sulphuric acid in water and mix that about 1 or 2 parts acid-water to 10 parts used oil - mixing very violently, so as to form an milky emusion. Then allow that to slowly settle out, draining away the watery fraction. I'd run the mix through a rotary pump to mix 'em. After settling and separating the oil faction it would be filtered to 1 or 2 microns and diluted to a reasonable viscosity for fuel. The watery faction would be evaporated in an open pan and the solids disposed of in newspaper in the normal house-hold trash stream.

I am not recommending this - I am offering it for comment.

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General Discussion / chaindrive
« on: December 26, 2006, 04:39:28 PM »
Has anybody driven an ST series with a lister type coupled by a chain drive rather than a belt?  Interested in your selection process for the chin type and experiences.

3
Listeroid Engines / sustained high compression ratio operation
« on: October 30, 2006, 03:14:20 PM »
I want to ask people here to comment and remark regarding sustained operation of Lister CS types at the higher compression ratio, eg with CS valve closed. Does anyone have experience with this?

My GTC re-print of the Lister operations booklet says that the engine may be operated with the CS valve closed in three conditions. These are starting, sustained at 1/3 load or less, and sustained above 8000 feet. (My engine is at 1200 feet.) It's obvious that the thermodynamic efficiency is higher at the higher compression, eg with the CS valve closed. I am curious about people's experiences with fuel consumption and engine wear, and possible other matters, associated with sustained high compression operation.

Thanks


4
General Discussion / propane and H2O + Lister type
« on: October 10, 2006, 06:57:47 PM »
I would like to propose an exploration of member’s ideas and knowledge regarding the pros and cons or adding to the intake flow of Lister types (either/and) propane/water.

The addition of propane to the intake flow of diesels, in amounts < 10% of diesel fuel BTU is, I see from various sources, a technique that improves overall efficiency.

Similarly, in stationary gas turbines it is common to evaporate water in the intake plenum - lowering the intake temperature and thus improving volumetric efficiency. There may be other reasons too, but I am not aware of them...  Comments?

So, to get the "ball rolling", so to speak, let me propose something I have in mind for my GTC 6-1.

Exhaust temperature switch that goes "on" when exhaust temperature is "high" linked to generator voltage such that an interlock occurs and neither propane nor water can be injected unless engine is operating. (Propane and water solenoid valves are not hard to come by)

Propane vapor withdrawal regulated at 11" H2O pressure, flow limited by limiting drilled orifice and spool valve linked to injector pump rack such that engine fuel flow at 100% rack is about ten times (in BTU) the propane flow, propane flow correspondingly lower at less than full rack. 

Water injected into an intake plenum that is similar to a small “swamp cooler”. A few small mist droplets might make it to the engine but essentially 100% of the water would be evaporated prior to intake. The engine would be operating on cool air at 90+ % humidity. (note: In some climates this might involve considerations of icing, and in cold weather little advantage is, imho, to be realized by this method, but in HOT places it ought to make more power for less fuel.) We are in a hot climate.

So! Ideas? Interested in what y'all think...

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