Fisheries Peches Canada. [Dept. of] Fisheries and I+ and Oceans et Oceans Oceans. Scotia-Fundy Region. Fisheries Development Branch PROJECT REPORT DFO - L br / MPO - Bib iotheque 111 10018507 Project Report Fisheries Development Branch Scotia-Fundy Region Halifax, Nova Scotia
ap* THIS IS AN UNEDITED CONSULTANT'S REPORT FINANCED IN FULL OR IN PART BY THE FISHERIES DEVELOPMENT BRANCH, SCOTIA FUNDY REGION. THE VIEWS EXPRESSED IN THIS REPORT ARE THOSE OF THE CONSULTANT AND NOT NECESSARILY THOSE OF THE BRANCH. THIS REPORT IS NOT TO BE CITED WITHOUT WRITTEN PERMISSION FROM THE BRANCH DIRECTOR. D.F.O. PROJECT OFFICER: MR, C.U. COOPER No. 69 DIESEL FUEL CONSUMPTION TESTS, USING SYNTHETIC LUBRICATING OIL IN A MARINE ENGINE. BY: TECHNICAL UNIVERSITY OF n o riova SCOTIA MARCH 27, 1984.
TECHNICAL UNIVERSITY OF NOVA SCOTIA DEPARTMENT OF MECHANICAL ENGINEERING INTERNAL COMBUSTION ENGINES LABORATORY Report of Diesel Fuel Consumption Tests Using Synthetic Lubricating Oil In a Marine Diesel Engine 27 March 1984 Principal Investigator: W.K. Ahern, P.Eng. The engine tests reported herein were carried out at the request of Mr. C.E. Cooper, of the Department of Fisheries and Oceans, Fisheries Development Branch, Engineering Services Division, and were conducted in conformance with the provisions of the following contract with the Department of Supply and Services: Contract Serial No.: OSC83-00748 File No.: 09SC.FP101-3-0876
TECHNICAL UNIVERSITY OF NOVA SCOTIA DEPARTMENT OF MECHANICAL ENGINEERING INTERNAL COMBUSTION ENGINES LABORATORY Report of Diesel Fuel Consumption Tests Using Synthetic Lubricating Oil In a Marine Diesel Engine PURPOSE OF THE TESTS The purpose of the tests was to measure the change in specific fuel consumption and other variables when the engine lubricating oil was changed from conventional mineral oil to a synthetic oil. The operating conditions and the duration of test runs were selected for the purpose of producing a general overview of the effect of the change in lubricant. GENERAL PROCEDURE A 4-cylinder, 198 cubic inch Acadia marine diesel engine was used for the tests. The combustion chamber of this engine is a medium-swirl open-chamber type of design. Initially, the engine lubricant was drained, the oil filter was changed and the engine refilled with new conventional mineral-oil type lubricant. The engine was then operated long enough to stabilize at normal operating temperatures, after which two test runs were made during which the load and speed were controlled, and the fuel consumption measured by timed weighing. The engine was then drained of lubricant, the filter again replaced and the engine filled with new synthetic lubricant. After being brought to operating temperature, two more test runs were made under conditions of load and speed similar to the first runs, during which the fuel consumption was measured. TEST CONDITIONS Fuel: A quantity of Esso No. 2 fuel was procured; all tests were made using fuel,from this. lot. Load, speed, fuel inlet temperature: A set of two 30 minute test runs were made with each type of lubricant, with a target speed of 2400 rpm for all runs. Each set of runs consisted of one full-load and one half-load run. The fuel inlet temperature was.controlled at 80 F.
2 Engine inlet air temperature: Inlet air pressure: There was not precise control of either engine air inlet temperature or ambient temperature in the laboratory; nevertheless the average engine inlet temperature varied less than 4 o F during the test runs. This value was determined by the prevailing barometric pressure, which varied only slightly during the testing, and was close to the standard value. Inlet air humidity (as vapor pressure): The wet and dry bulb temperature of the inlet air was measured, from which the required vapor pressure was determined by a large-scale psychrometric chart. CORRECTION CALCULATIONS It is general engineering practice that engine test data be referred to standard test conditions of air inlet temperature or ambient temperature, barometric pressure and humidity. The observed test data was corrected by S.A.E. equations to the standard S.A.E. reference base values of: Barometric pressure: 29.38 in Hga P s Air inlet temperature: 545 o R T s Air inlet vapor pressure: The correction equations were: 0.38 in Hga PVS (a) Correction Factor = CF = P P T S VS, test,1/2 P test V test (b) Bhp corr = (1.176 Bhp test ) CF - 0.176 Bhptest (Based on 0.85 mechanical efficiency) (c) Corrected Brake Specific Fuel Consumption: Bhp Bsfc corr = Bsfc x test Bhp corr x C.F. (d) Correction for rpm was by direct proportion to the rpm values.
EQUIPMENT AND INSTRUMENTS (a) Acadia (Hercules) Model AD 20 Marine Diesel Engine with reduction gear. (b) Heenan-Froude DPX-2 Hydraulic Dynamometer (brake horsepower). (c) Mettler PS 15 Electronic Balance (fuel weighing). (d) Ono-Saki HT 430 Electronic Tachometer (engine rpm). (e) Micronta Digital Stop Watch (timing of test runs). (f) Taylor Compensated Aneroid Barometer (barometric pressure). (g) Type T Thermocouple, with readout by one channel of the Fluke Digital Thermometers noted in (j) below (air intake temperature). (h) Thermolyne PM IK 35 Pyrometer (exhaust temperature). (j) Type T Thermocouples to indicate fuel inlet temperature at the injection pump, the fuel temperature leaving the heater, fuel inlet temperatures at the four injection valves and the water bath for the fuel heater. Readout was by means of two Fluke Digital Thermometers Type 2176A, with the fuel inlet temperature recorded on a Brush Model 220 strip chart recorder. (k) Controlled-temperature water bath for the fuel heater, using an electrically heated bath controlled by a Fisher proportional controller. INSTRUMENTATION FOR FUEL TEMPERATURES The temperature of the fuel entering the injection pump was measured by a type T thermocouple inserted in a fitting in the fuel line at the pump inlet. The temperature of the fuel leaving the fuel heater was measured in a similar way. Standardization was carried out by comparison with a precision laboratory thermometer of known calibration. All temperature readouts agreed with the standard within less than 1.0 F. TEST PROCEDURE In the case of each test run, following standardization of the instruments and after a period of operation to warm the equipment to a constant level of temperature, a 30-minute test was carried out. Test values were noted and recorded every 5 minutes with the exception of the barometric pressure and the wet and dry bulb temperature, which were noted and recorded at the beginning of each test run. The fuel inlet temperature at the injection pump was recorded on one channel of a two-channel strip chart recorder, while spot recordings of the other fuel temperatures were taken on the other channel.
CALCULATIONS A copy of the printout of a program used for the calculations is attached to this report. LUBRICANTS USED FOR TEST The lubricants used were considered to be representative of the commercial lubricating oils being used by engine operators in the Maritime provinces region of Canada. The conventional mineral oil used was Essolube HDX Plus, SAE.10W-30, which is a heavy duty high-detergency oil suitable for service in commercial diesel engine applications. The synthetic lubricant was Mobil Delvac 1, SAE 30, which is also specified for commercial diesel engine use. The typical properties of these lubricants are given in the following table. LUBRICATING OIL PROPERTIES SAE No. Gravity API Flash Point, F Essolube HDX Plus 10W-30 28.9 400 Mobil Delvac 1 30 30.7 440 Viscosity: cp at -40 F - 12,500 cp at 0 o F - 1,200 SSU at 100 F 370 291 SSU at 210 F 65 60.3 cst at 210 F - 10.3 cst at 300 F - 4.33 cst at 400 F - 2.72 Viscosity Index 185 164 Pour Point F -35 Below -65 ph 7.7 7.0 Ash, Sulphated Weight 0.95 0.98
5 TEST RESULTS The following is a summary of the results of the tests. The fuel consumption and horsepower values have been rounded-off to three significant figures, referred to the values in the computer printout. CORRECTED VALUES AT 2400 RPM RUN NO. LOAD TYPE OF LUBRICANT BRAKE HORSEPOWER BRAKE SPECIFIC FUEL CONSUMPTION lb/bhp-hr DYNAMOMETER FORCE lb F-1 Full HDX PLUS 56.4 0.498 119.6 F-3 Full DELVAC 1 57.4 0.490 121.8 F-2 Half HDX PLUS 28.3 0.522 60.1 F-4 Half DELVAC 1 28.7 0.508 61.1 The above data indicates that: (1) The specific fuel consumption decreased when the engine was operated with synthetic lubricant, compared to the original conventional lubricant. At full load the decrease was: At half load the decrease was:. 498 -. 490.498.522 -.508.522 x 100% = 1.6% x 100% = 2.7% (2) At full load the force read at the dynamometer increased from 119.6 to 121.8 lb., average values, when the lubricant was changed from mineral oil to synthetic oil. This was an increase in available shaft power of 1.8%. Because the half-load dynamometer values were produced by adjustment to approximately one-half of the equivalent full-load value, the half-load values should not be interpreted to indicate a change in maximum power.
CONCLUSIONS The results of the tests indicate that there was a measurable decrease in fuel consumption when the lubricant was changed from conventional mineral oil to a synthetic oil. The decrease was in the order of 2%, referred to the fuel consumption with the conventional lubricant. The decrease measured at half-load was slightly larger than that noted at full-load. Because the decrease in fuel consumption would have to be the result of decreased engine friction, it would be expected that the effect would be proportionally larger at part load, because the friction power is proportionally larger at part load. Generalization of the test results and their application to any other engine should be done with caution. The tests were of relatively limited duration, and the values reported are specifically correct only for the engine tested. As a general case, however, use of a synthetic lubricant similar in properties to that used in the tests should result in a small decrease in fuel consumption and a corresponding increase in maximum engine power. W. Erskine, C.E.T. W.K. Ahern, P.Eng., Chief Technician. Principal Investigator.
7 GENERAL ARRANGEMENT OF EQUIPMENT. FUEL WEIGHING UNIT.
Acadia MARINE DIESEL ENGINE MODEL AD - 20-45 - 70 HORSEPOWER DIESEL POWER SPECIFICATIONS POWER CURVE 70 Horsepower Bore Stroke No. of Bearings on Crankshaft No. of Cylinders Firing Order Piston Displacement Engine Rotation Propeller Rotation Approx. Net Weight without Reduction Gear Approx. Net Weight with 2-1 Reduction Gear P.O ISO 170 7 ISO 140-70 60 0D. DO 40 t.z.400 mi.360 sosittrows A30 )0 Y 2400 R.P.M. 3t" 41", 5 4 1-2-4-3 198 Cu. Ins. Right Hand, Left Hand lbs. 996 lbs. 1059 Single Plunger FUEL INJECTION PUMP 2 Built Integral with Fuel Injection Pump FUEL TRANSFER PUMP 1200 WOO &PAL 2000 2400 21700 Variable Speed Mechanical GOVERNOR High Velocity, Centrifugal Pump COOLING YLINDER HEAD: Detachable, one piece Alloy Casting, Over- LUBRICATION: Forced feed by Gear Pump to all Connecting Rods, Main Bearings, Camshaft and Rocker Arms. mid arrangement Hi Alloy Forging Intake and Exhaust Valves. INSTALLATION DIAGRAM 214AL/11 B 24r C 11 to 1 2 to 1 21 to 1 + SYMBOL DIRECT A 11" B 131" I" 221" C 43" 511" i" 221" 511" 3 to 1 H" 11/4" 22f1" + +23ft" 51 ft" 52ft" Mounting Brackets above centre line of shaft shown as + Mounting Brackets below centre line of shaft shown as NOTE: Acadia Gas Engines Ltd. reserve the right to revise these specifications and dimensions without notice. The above, installation diagram is for general guidance only.
10 DIESEL ENGINE TESTS TUNS CALCULATION OF CORRECTED OUTPUTS DATA AND RESULTS IN ENGLISH UNITS ************************************* CALCULATION OF ENGINE TEST RESULTS ACADIA HERCULES ENGINE 4-CYLINDER 198 CUBIC INCHES LUBRICATING OIL TESTS NOMINAL FUEL INLET TEMPERATURE 80 F DYNAMOMETER EQUATION: BHP= W*N/2400*R BHP=BRAKE HORSEPOWER W= DYNOFORCE, LB; N=RPM; R= GEAR RATIO BRAKE SPECIFIC FUEL CONSUMPTION = FM*60/T/BHP DATE OF TESTS? 6 MAR 11984 TYPE OF FUEL? ESSO NO. 2-D RUN NO F- 1 *********** TYPE OF LUBRICATING OIL? HDX FRACTIONAL LOAD =? 1.0 AVERAGE FUEL INLET TEMP (F) =? 80.5 AVERAGE RP: ; =? 2400.7 AVERAGE DYNOFORCE,LB, =? 119.6 BHP(TEST) = 56.969 FUEL MASS,KG=? 6.421 RUN TIME, MIN=? 30 BSFC(TEST).49694 CALCULATION OF CORRECTED OUTPUTS BAROMETRIC PRESSURE, IN. HG A=? 29.57 VAPOR PRESSURE, IN. HG A =? 0.24 INLET AIR TEMPERATURE (F)=? 88.0 STANDARD RPM =? 2400 CF=(29.38-.38)/(P1(I)-P2(I))*((TA(I)+460)/545)[.5*NS(I)/N(I) CORRECTION FACTOR =.991177 BHP(CORR) = (1.I76*BHP(TEST)*CF)-(.I76*BHP(TEST)) BHP(CORR)= -L 56.3779 HP EFSC(CORR) = BSFC(TEST)*BHP(TEST)/BHP(CORR)*CF BSFC(CORR) =.49772 LB/HP-HR TORQUE (Fr-LB) = BHP*5252/RPM TORQUE(CORR) = 123.338 0 BRAKE MEAN EFFECTIVE PRESSURE = 150.8*TORQUE/DISPLACEMENT B IEP(CORR) = 93.936 PSI DO YOU WISH TO ENTER ANOTHER RUN? (Y/N)
RUN NO F- 2 *********** TYPE OF LUBRICATING OIL? HDX FRACTIONAL LOAD =?.5 AVERAGE FUEL INLET TEMP (F) =? 79.4 AVERAGE RPM =? 2399.6 AVERAGE DYNOFORCE,LB, =? 60.1 BHP(TEST) 28.6143 FUEL MASS,KG=? 3.379 RUN TIME, MIN=? 30 BSFC(TEST).520649 11 CALCULATION OF CORRECTED OUTPUTS BAROMETRIC PRESSURE, IN. HG A=? 29.58 VAPOR PRESSURE, IN. HG A =? 0.25 INLET AIR TEMPERATURE (F)=? 85.3 STANDARD RPM =? 2400 CF=(29.38-.38)/(P1(I)-P2(I))*((TA(I)+460)/545)[.5*NS(I)/N(I) CORRECTION FACTOR =.989186 BHP(CORR) = (I.I76*BHP(TEST)*CF)-(.I76*BHP(TEST)) BHP(CORR)= 28.2504 HP BFSC(CORR) = BSFC(TEST)*BHP(TEST)/BHP(CORR)*CF BSFC(CORR) =.521653 LB/HP-HR TORQUE (FT-LB) = BHP*5252/RPM TORQUE(CORR) = 61.8315 0 BRAKE MEAN EFFECTIVE PRESSURE = 150.8*TORQUE/DISPLACEMENT BMEP(CORR) = 47.0919 PSI DO YOU WISH TO ENTER ANOTHER RUN? (Y/N)? Y RUN NO F- 3 *********** TYPE OF LUBRICATING OIL? DVAC FRACTIONAL LOAD =? 1.0 AVERAGE FUEL INLET TEMP (F) =? 80.3 AVERAGE RPM =? 2400.3 AVERAGE DYNOFORCE,LB, =? 121.8 BHP(TEST) = 58.0073 FUEL MASS,KG=? 6.404 RUN TIME, MIN=? 30 BSFC(TEST).486754 CALCULATION OF CORRECTED OUTPUTS BAROMETRIC PRESSURE, IN. HG A=? 29.61 VAPOR PRESSURE, IN. HG A =? 0.25 INLET AIR TEMPERATURE (F)=? 88.7 STANDARD RPM =? 2400 CF=(29.38-.38)/(P1(I)-P2(I))*((TA(I)+460)/545)[.5*NS(I)/N(I) CORRECTION FACTOR =.990962 BHP(CORR) = (I.I76*BHP(TEST)*CF)-(.I76*BHP(TEST)) BHP(CORR)57.3907 HP BFSC(CORR) = BSFC(TEST)*BHP(TEST)/BHP(CORR)*CF BSFC(CORR) =.487536 LB/HP-HR TORQUE (FT-LB) = BHP*5252/RPM TORQUE(CORR) = 125.574 0 BRAKE MEAN EFFECTIVE PRESSURE = 150.8*TORQUE/DISPLACEMENT BMEP(CORR) = 95.6394 PSI DO YOU WISH TO ENTER ANOTHER RUN? (Y/N)
RUN NO F- 4 *********** TYPE OF LUBRICATING OIL? DVAC FRACTIONAL LOAD =?.5 AVERAGE FUEL INLET TEMP (F) =? 80.0 AVERAGE RPM =? 2400.4 AVERAGE DYNOFORCE,LB, =? 61.1 BHP(TEST) = 29.1001 FUEL MASS,KG=? 3.345 RUN TIME, MIN=? 30 BSFC(TEST).506806 12 CALCULATION OF CORRECTED OUTPUTS BAROMETRIC PRESSURE, IN. HG A=? 29.64 VAPOR PRESSURE, IN. HG A =? 0.25 INLET AIR TEMPERATURE (F)=? 85.4 STANDARD RPM =? 2400 CF=(29.38-.38)/(P1(I)-P2(I))*((TA(I)+460)/545)[.5*NS(I)/N(I) CORRECTION FACTOR =.986928 BHP(CORR) = (I.I76*BHP(TEST)*CF)-(.I76*BHP(TEST)) BHP(CORR)= 28.6527 HP BFSC(CORR) = BSFC(TEST)*BHP(TEST)/BHP(CORR)*CF ESFC(CORR) -.50799 LB/HP-HR TORQUE (FT-LB) = BHP*5252/RPM TORQUE(CORR) = 62.6913 0 BRAKE MEAN EFFECTIVE PRESSURE = 150.8*TORQUE/DISPLACEMENT BMEP(CORR) = 47.7467 PSI DO YOU WISH TO ENTER ANOTHER RUN? (Y/N)? N TABLE OF CORRECTED VALUES RUN NO RPM LOAD LOBE TYPE BHP BSFC BMEP LB/HP-HR PSI F- 1 2400 1 HDX 56.3779.49772 93.936 F- 2 2400.5 HDX 28.2504.521653 47.0919 F- 3 2400 1 DVAC 57.3907.487536 95.6394 F- 4 2400.5 DVAC 28.6527.50799 47.7467 DATE OF TESTS:6 MAR 1984 TYPE OF FUEL: ESSO NO. 2-D DO YOU WISH TO CHANGE ANY.DATA? (Y/N)? N READY