Американский Научный Журнал ENVIRONMENT СО & СО2 EMISSIONS PROPOSED REDUCING MEASURES (8-14)

8 American Scientific Journal № ( 36 ) / 2020
отклонение по горизонтале и данные ������ℎ1-
отклонение по вертикале и ������� 1-отклонение по
горизонтале гелиостата находящегосся на восьмой
полке, то углы этих дефокусировке этих двух
гелиостатов будут разные. Так как растояние от
гелиостата на восьмой полке до концентратора в
полтора раза длиннее, чем расстояние гелиостата
на первой.

Рис 4 Схема расположения гелиостатов.

Отсюда делаем вывод что при расчете
требуемых характеристик
Высокотемпературных и теплоэнергетических
установок следует обращать внимание на
требования к точности систем слежения, при
учете расстояния от дальнего гелиостата,
точностные характеристики к системе слежения
гелиостатов могут быть разными в зависимости
от их удаления от параболического
концентратора,

ЛИТЕРАТУРА
[1] Гелиокомплекс «Солнце» (рус.) / журнал.
Архитектура СССР — М. , 1988. — Март ( №
2). — С. 37 -43 .
[2] Michalsky J. J. The Astronomical Almanac's
Algorithm For Approximate Solar Position (1950 -
2050). Solar Energy. 1988. V 40
[3] A.A. Abdurachmanov, S.A.Orlov, S.A.
Bahramov, A.V. Burbo, Sh.I. Klychev, Kh.K. Fazilov.
On Sun Tracking Accuracy of Concentrators
/APPLIED SOLAR ENERGY USA , 2010. Vol 46,
№4 б-P.316 -318. [05.00.00;№4]

ENVIRONMENT СО & СО2 EMISSIONS PROPOSED REDUCING MEASURES

Taranin Aleksandr G.
Ex.technical superintendent for trouble shooting of worldwide trading
and repairing company PT. Goltens (New York, USA, branch office – Jakarta, Indonesia),
Chief engineer of worldwide shipping company International Tanker Management (Dubai, UAE),
PhD, docent of F.F.Ushakov State Maritime University «Ship Power Plant Operation» department
(F.F.Ushakov State Maritime University, Novorossiys k, Russia).
Tel: +7 962 861 2522

Annotation . The Diesel Engines (ICE) exhaust gas atmosphere noxious emissions reducing measures were
introduced by the different editions and engine manufacturer publications already 25 years ago. Many of that have
used up to present depend of its installation, usage and maintenance costs. For the mentioned above 25 years of
emissions decreasing ways practical using on the vessels has identified it further usage consistency and
profitability (efficiency) . The atmosphere SО Х noxious emissions proposed decreasing way is directly connected
with using fuel oil, i.e. at the fuel oil sulphur content decreasing the SО Х emission has decreasing too, that is task
not for ship owners, but for petroleum -refining manufactures and bunkeri ng companies. СО and СО2 emissions
decreasing is a corner task, as a fuel oil quality and lower calorific value are identified by the carbon & hydrogen
content. Thus the fuel oil carbon and hydrogen content decreasing will bring to the decreasing of a quality and
lower calorific value. Therefore all of this 25 years for the vessels diesel engines (ICE) exhaust gases СО & СО2

American Scientific Journal № ( 36 ) / 2020 9

emissions decreasing the energy efficiency task is stated. Our proposed way can allow to resolve the СО & СО2
emissions decreasing task for the engines operat ion parts of loads and nominal loads.
Keywords: ICE (Diesel Engines) exhaust gas noxious emissions, carbon oxides, fuel oil Lower Calorific
Value, emissions decreasing way, engine heat balance.

Introduction
The main reason of fuel o il incomplete
combustion and exhaust gases toxicity increase, even at
significant excess air ratio is bad mixture formation.
The fuel oil mixture failure is typical for the
engine transient operating modes, specifically for ME
running –in mode. Trial test d ata is showing that with
engine load increasing a main constituent harmful
substances concentration are listed above decreasing in
exhaust gases. It is proved that with engine load
increasing a carbon oxide concentration decreasing,
afterwards it gets the stable condition before a certain
limit value of mean effective pressure, but at
overloading is slightly increases again. The nitrogen
oxides concentration is continue to decreasing at mean
effective pressure greater values.
Thereby, the exhaust gases mino r toxicity is
typical for full load mode. The engine operation
experience shows that big amount of harmful
substances escapes at engine starting, specially when it
is not sufficiently warmed –up. But it is impossible go
without starting, reverse and operati on with low load.
Thereby, environment contamination is inescapably
during the operation with these modes, but it is possible
to reduce the operation duration with these modes.
1. ATMOSPHERE SО Х EMISSIONS
REDUCING MEASURES
Using the ULSMGO – Ultra Low Sulphur e
Marine Gasoil with sulphure content:
– < 0. 5% for worldwide application .
– < 0,1% for application in SECA areas
(Sulphure Special Emission Control Areas).
Using dual –fuel engines, therefore it is required:
– Purchasing or designing and production a
modern dual –fuel engines.
– Development and designing the gas fuel
storage, transfer and supply to Diesel Engines systems.
– Development and designing the gas fuel
storage, transfer and bunkering coast and float
facilities.
2. ATMOSPHERE СО & СО2 EMISSIONS
REDUCING MEASURES
Using the engines with the highest efficiency.
– As far as possible with increased fuel injection
timing.
– Using the engines with loads are closed to
NCR = 85%MCR.
– The engine turbocharging modification for
scavenging air excess su pply at the engine operation
under parts of load (forcing by scavenging air).
– Using the manufacturer original spare parts,
influencing to the engine cylinders combustion process.
– To monitor on regular bases for the engine
adjustment, which to be comply to manufacturer
adjustment.
3. USING THE ENGINES WITH THE
HIGHEST EFFICIENCY.
The given way can be proposed as idea, which can
be proved only by the Diesel Engine preliminary heat
calculation and its engine TC heat balance calculation,
as well as touches one of listed above items such as –
The engine turbocharging modification for scavenging
air excess supply at the engine operation under parts of
load (forcing by scavenging air).
1) Heightening the Diesel Engines efficiency by
variation the values are influencing t o the engine
power:
�IND = k ⋅ PIND ⋅ n ⋅ i (IP)
where: k = 1,745 · D 2 · S · m – cylinder constant
(–);
D – cylinder diameter (mtr);
S – piston stroke (mtr);
m – engine stroke factor (4 –stroke m = 2, 2 –stroke
m = 1);
PIND – mean – indicated pressure (kg/cm 2);
n – engine speed (rpm);
i – number of cylinders ( –).
=>
�IND = k ⋅ PIND ⋅ n ⋅ i = 1,745 ⋅ D2 ⋅ S ⋅ PIND ⋅ m ⋅ n ⋅ i (IP)
Heightening the power by the cylinder diamete r
increasing – D. The way have used around 50 years,
that is bring to the largest diameter is 90cm for the
engines MAN –B&W & SULZER and as a result to the
engine weight increasing. Further cylinder diameter
increasing has been not profitable.
Heightening t he power by the piston stroke
increasing – S. The way have used around 40 years, that
is bring into generation the long stroke and super long
stroke engines models such as LMC & SMC type of the
MAN –B&W & SULZER manufacturer, and to the
engine weight increa sing too. Further piston stroke
increasing has been not profitable.
Heightening the power by the engine speed
increasing – n. The way is not logical for SSE & MSE
(Slow speed engines & Medium speed engines).
Heightening the power by the cylinders number
increasing – i. The way have used till the particular
time, and bring to the engine weight increasing too.
Further cylinders number increasing has been not
profitable.
All above listed ways are possible to relate to
energy efficiency increasing, as well as to increasing
the engine indicated power, because of at constant
mean –indicated pressure (a fuel oil constant
consuption) it has increased an indicated power.
Heightening the power by the mean –indicated pressure
PIND increasing can not relate to th e energy efficiency

10 American Scientific Journal № ( 36 ) / 2020
increasing due to reason as follow. The mean –indicated
pressure P IND increasing can be achieved by the
indicator diagram area increasing via building –up a
maximum combustion pressure or via injection length
and cylinder’s fuel oil combu stion duration
prolongation (via fuel oil cycle dosage and
consumption raising). And that and other ways are not
unlimited: by the maximum combustion pressure – due
to cylinder head and cylinder liner strength limitations,
by the fuel oil injection length – due to exhaust gas
temperatures increasing, i.e. due to exhaust gases heat
loss, if not changing the valve timing and therefore the
engine efficiency can remains as invarianted.
Will approach to the engine energy efficiency and
efficiency factor increasi ng from another side – will try
to reduce the fuel oil injection length and cylinder’s fuel
oil combustion process duration (to reduce the fuel oil
cycle dosage and consumption) at constant mean –
indicated pressure. Have achieved some positive results
in th is question solution, we will reached at the same
time a reducing the emissions CО 2, СО и NO X to the
atmosphere due to fuel oil consumption reducing for
the same power achievement. This way already 20
years ago has got its development via engine forcing by
scavenging air pressure, have builded –up it from 1.8
bar to 2.9÷3 bar. It is clear, as much air as possible take
part in the fuel oil combustion, as more perfect the fuel
oil combustion, then less the exhaust gases heat losses,
then more a heat is go for effective power, more the
combustion velocity, and therefore less the combustion
duration (less exhaust gas temperature). Continue our
proposal about scavenging air charge ratio build –up
and the results follows from it in example of
preliminary theoretical conclusions without Diesel
Engines heat calculation and presented engine TC heat
balance calculation.
2) Idea of scavenging air ratio increasing.
To examine the scavenging air ratio increasing
idea in example of engine HYUNDAI MAN –B&W
6S50MC (MCR 11640 BHP & MS 127 RPM). The
presented ME indicator diagram and indication main
variables summary table are taken during the operation
have introduced on the figure 1.
Engine speed: 116,3 rpm = 91,58% MS
(maximum speed);
Engine indicated power: 10103 IP = 7431 IKW =
86,8% MCR;
Cylinders compression pressures:
PCOM 1 = 105,42 bar; P COM 2 = 104,39 bar; P COM 3 =
102,65 bar;
PCOM 4 = 103,29 bar; P COM 5 = 102,94 bar; P COM 6 =
103 bar; P COM AV = 103,62 bar;
Cylinders maximum combustion pressures:
PMAX 1 = 124,27 bar; P MAX 2 = 121,91 bar; P MAX 3 =
120,21 bar;
PMAX 4 = 120,81 bar; P MAX 5 = 122,99 bar; P MAX 6 =
118,2 bar; P MAX AV = 121,4 bar;
Scavenging air pressure: P SC = 2,01 bar;
Fuel ignition timing: φINJ = 2 O after TDC;
Shall visualize the engine forcing by a charge air
and then variables changing on the given operating
mode: therefore a cylinders compression pressures
average value has reached a maximum combustion
pressures average value P COM REC = P MAX AV = 121,4 bar
(figure 2(b)):
– a required scavenging air p ressure for
estimated compression pressure achievement P COM REC
= 121,4 bar:
��1 = �COMAV + PAMB
�SC + PAMB = 103,62 + 1,017
2,01 + 1,017 = 34,567889 (–) – absolute pressures ratio
�SCREC = �COMREC + PAMB
��1 – PAMB = 121,4 + 1,017
34,567889 – 1,017 = 2,52 (бар ) –
recommended scavenging air pressure for the ME forcing

i.e. for compression pressure achievement from
existing P COM AV = 103,62 bar up to recommended
PCOM REC = 121,4 bar, it is necessary to raise the
scavenging air pressure at presented mode from P SC =
2,01 bar up to P SCREC = 2,5 bar.
Will change the fuel oil injection timing, in order
that ignition timing was not 2 O after TDC, but
significantly late on the expansion line for achievement
the maximum combustion pressure with the same value
as compression pressure P MAX REC = P COM REC = 121,4
bar (figure 2(b));

American Scientific Journal № ( 36 ) / 2020 11

Figure 1 – actual indicator diagram and indication data
Fig. 10 . Cylinders indication & performance data results table after TDC correction

12 American Scientific Journal № ( 36 ) / 2020
Figure 2(a) – actual indicator diagram; (b) – estimated indicator diagram

At the engine forcing by a scavenging air in that
aspect that we proposes, it is possible to expect the
effects as follows:
– indicated diagram area is specified the mean –
indicated pressure depends on combu stion gases
quantity is consist of supplied fuel oil quantity and
scavenging air quantity is involving in fuel oil mixture
formation and mixture combustion per cycle: G CG =
GFO + G SCA ;
– we can assume, that for the engine is operating
by the external propell er line (at locked Fuel Rack), at
increasing the involving in fuel oil mixture formation
and mixture combustion scavenging air quantity and
constant combustion gases quantity (constant indicator
diagram area and mean –indicated pressure), a fuel oil
consump tion will reduced;
– from the above saying we will beg to make
conclusion, that at the scavenging air quantity rise and


Fig. 10 . Cylinders indication & performance data results table after TDC correction
Fig. 10 . Cylinders indication & performance data results table after TDC correction
Fig. 10 . Cylinders indication & performance data results table after TDC correction

American Scientific Journal № ( 36 ) / 2020 13

fuel oil quantity reduction are involving in mixture
formation and mixture combustion and at constant
combustion gases quantity (constant indicator diagram
area and mean –indicated pressure), a combustion
efficiency increases, exhaust gas temperature comes
down, and that and other has bring to reduction of CО 2,
СО & NO X emissions to atmosphere . A prove of the
above saying is indicated power equation at the engine
constant load condition:

�IND = LC VFO ⋅ GFO – QEXH – QCW – QLO = const
where: LCV FO – lower calorific value;
GFO – fuel oil consumption (flow);
QEXH – exhaust gases heat (energy) losses;
QCW – cooling water heat (energy) losses;
QLO – lubricating oil heat (energy) losses.
Conclusion : At the exh aust gas temperature
reduction, and thereafter an exhaust gases energy (heat)
losses too Q EXH , for keeping the condition N IND = const,
to reduce the fuel oil consumption G FO it is required.
At the engine forcing by a scavenging air, in that
aspect that we proposes, it is possible to expect, that the
engine cylinder’s air admission factor before closing
the scavenging air ports will rised. In that case also can
propose the latest opening of exhaust valve, ipso facto
have increased the piston stroke efficienc y, and the
earliest closing of exhaust valve, ipso facto have
increased compression ratio, have constructively
changed exhaust valve driving cam profile.
Initial actions for stated idea approval:
Diesel Engines preliminary theoretical heat
calculation and presented engine TC heat balance
calculation;
Without any additional expenses to test the engine
operation with already known manufacturer shop trial
test results (to prove the stated idea) during its forcing
by scavenging air on the repetitive test bed, h ave
created for selected load the proposed scavenging air
constant pressure in scavenging air receiver by any
external source, for example from starting air bottles
via reducing valve;
After expected positive result to calculate an
estimated scavenging air constant pressures, has
created by the same external source in the scavenging
air receiver and estimated VIT racks for parts of load
sequence and to carry out the trial tests for selected
sequence;
In all likelihood VIT system to be operated by
inverse pr oportionality dependence of the load, i.e. VIT
index decreasing at the load increasing, in contrast to
classical dependence – VIT index increasing at the load
increasing from 0 up to 75%, and its further decreasing
at the loads more then 75%.
To test the e ngine operation with already known
manufacturer shop trial test results (to prove the stated
idea) during its forcing by scavenging air on the
repetitive test bed, have created by any external source
(for example from starting air bottles via reducing
valv e) the proposed scavenging air constant pressure in
scavenging air receiver equal to scavenging air pressure
at MCR (100% of load) and keep it pressure at all parts
of loads. In that case at any part of load scavenging air
pressure, thereafter cylinders co mpression pressures
and maximum combustion pressures will be constant,
but the engine load will be changed by changing the
fuel oil injection end, thereafter by changing the fuel
injection length (due to constant fuel injection timing),
by changing the fue l oil cycle dosage and consumption.
Assumed that the VIT system will be not required for
this particular case. How to operate the engine at this
particular expected measure:
– to develop the highest capacity TC for
achievement the proposed scavenging air con stant
pressure in scavenging air receiver equal to scavenging
air pressure at MCR (100% of load), i.e. to 2.75 bar for
this particular engine (for our presented engine
6S50MC) and to install it on engine;
– to fabricate the engine TC air inlet filter easy
mo ved flap and keep it closed for all parts of load till
NCR (85% of MCR);
– to change the fuel oil injection timing from
12.5 O before TDC to 12.5 O after TDC (for our presented
engine 6S50MC);
– to set the VIT system rack to «0» in constant
bases;
– to create by any external source (for example
from starting air bottles via reducing valve) the
proposed scavenging air constant pressure in
scavenging air receiver equal to scavenging air pressure
at MCR (100% of load), i.e. to 2.75 bar (for our
presented en gine 6S50MC);
– to start, reverse, maneuver and run –up the
engine till the NCR (85% of MCR) with closed TC air
inlet filter flap (for avoid the TC heavy surging) and
created scavenging air constant pressure is 2.75 bar in
scavenging air manifold;
– at the engine reaching a NCR (85% of MCR)
to reduce the created scavenging air pressure in
scavenging air manifold down to value is less then
pressure at NCR (from manufacturer shop trial test
results) by reducing valve (for avoid the TC heavy
surging) and to ope n the TC air inlet filter flap;
– at the last to close the reducing valve totally.
Conclusions:
Have submitted to your attention CO and CO 2
emissions reducing measure is required theoretically
calculated and experimental confirmations. Last can be
carry out at availability of Diesel Engine laboratory –
mini ER or by association with Diesel Engines
manufacturer.

References
1. V.I. Korolev, A.G. Taranin, Training of
engineers on watch with usage of the engine room
simulator «DIESELSIM DPS –100» . Parts 1 & 2,
Novor ossiysk, Admiral F.F. Ushakov State Maritime
University, 2010.
2. V.I. Korolev, A.G. Taranin, Unattended
machine service of a ship’s power plant with simulator

14 American Scientific Journal № ( 36 ) / 2020
«DIESELSIM DPS –100» . Parts 1 & 2, Novorossiysk,
Admiral F.F. Ushakov State Maritime University,
201 0.
3. A.G. Taranin, The ship’s equipment
operational instructions elements with usage of the ER
simulator «DIESELSIM DPS –100», Novorossiysk,
Admiral F.F. Ushakov State Maritime University,
2020.
4. A.G. Taranin, The ship’s equipment
operational instructions elem ents with usage
of the ER simulator «NEPTUNE MC90 –IV»,
Novorossiysk, Admiral F.F. Ushakov State Maritime
University, 2020.

USAGE FEATURES OF THE ELECTRONIC INDIC ATORS FOR SHIP’S AND SHOR E POWER
SUPPLY FOUR –STROKE I NTERNAL COMBUSTION E NGINES (DIESEL ENGIN ES)

Taranin Aleksandr G.
Ex.technical superintendent for trouble shooting of worldwide trading
and repairing company PT. Goltens (New York, USA, branch office – Jakart a, Indonesia),
Chief engineer of worldwide shipping company International Tanker Management (Dubai, UAE),
PhD, docent of F.F.Ushakov State Maritime University «Ship Power Plant Operation» department
(F.F.Ushakov State Maritime University, Novorossiysk, Russia).
Tel: +7 962 861 2522

Annotation . The present publication illuminate the tasks as follows: Electronic indicator proper usage at
four –stroke internal combustion engines (diesel engines) indication; Indication results & diagram proper transfer
to PC; indicator diagram top dead center TDC correction and engine performance data output values such as P MI–
mean indicated pressure, P ME–mean effective pressure, N IND –indicated power and N EFF –effective power proper
calculations for each cylinder and engine total.
Keywords: Engine indication, performance data, electronic indicator, mean –indicated & mean –effective
pressure, indi cated & effective power.

Introduction
Currently on the worldwide fleet motor –vessels
and shore diesel power plants for internal combustion
engines –diesel engines indication and performance
data measurement readings carrying –out the micro –
processing gauging and systems, such as Doctor –
Engine, Diesel –Doctor and Electronic indicators
(different kind of brands and manufacturers) are used
in most of cases. However, actually they are not
carrying –out the functions of the engines technical
condition (cylinder tightness, fuel injection equipment
condition and turbocharger system condition)
diagnostic and analysis, overload/download analysis
and load distribution between the cylinders analysis,
but they are electronic gauges for compression
pressures P COM , maximum combustion pressures P MAX
measurement by open indicator diagrams (Fig.1) and
closed indicator diagrams (Fig.2) for each cylinder and
for engine speed measurement at each cylinder
indication. All others values are required for the engi ne
technical condition diagnostic and analysis has
determined by calculation from indicator diagrams or
entered manually to the electronic equipment tables.
Examine the engine indication results from
Electronic indicator type HLV –2005 MK
(Praezisionsmesste chnik Beawert GMBH, Germany):
The values are calculated from the indicator
diagrams:
– Cylinders indicator diagrams area A D (mm 2);
– Cylinders mean –indicated pressure P MICYL
(bar) (Fif.3);
– Cylinders mean –effective pressure P MECYL
(bar);
– Cylinders indicated pow er N IND CYL (IKW)
(Fif.3);
– Cylinders effective power N EFF CYL (EKW);
– Engine average mean –indicated pressure
PMIENG (bar) (Fig.3);
– Engine average mean –effective pressure
PMEENG (bar);
– Engine indicated power N IND ENG (IKW)
(Fif.3);
– Engine effective power N EFF ENG (EKW);
– Engine mechanical efficiency η MEC (%).
1) The values are entered manually to the
electronic equipment tables (Fig.3):
– Scavenging air temperature after turbocharger
or before scavenging air cooler T SCBC (OC);
– Scavenging air temperature after scavenging
air cooler T SCAC (OC);
– Scavenging air pressure after scavenging air
cooler P SCAC (bar);
– Exhaust gas temperature after turbocharger
TEXH ATC (OC);
– Turbocharger speed n TC (rpm);
– Cylinders exhaust gas temperatures T EXH CYL
(OC);
– Cylinders fuel rack p osition FRP (fuel pump
index FPI) (mm);
Note: However, the mentioned above values are
not enough for the engine technical condition full
diagnostic and analysis (cylinder tightness, fuel
injection equipment condition and turbocharger system
condition).
In completion of indication data entering to the PC
without TDC correction the engine average mean –
indicated pressure & indicated power calculation can
give tolerance up to +10%, while the same values
calculation from indicator diagrams are taken by
mechanical indicator with usage of computerized
technology gives tolerance up to +0.5% only.