ENVIRONMENT СО & СО2 EMISSIONS PROPOSED REDUCING MEASURES (26-32)

26 Национальная ассоциация ученых (НАУ) # 54, 20 20
пятна по вертикали которое зафиксировала кам ера,
L - расстояние от гелиостата до концентратора ,
�= �sin (�������
������),
� - угол дефокусировки гелиостата по
горизонтали, Δs -вел ичина отклонения отраженного
пятна по горизонтали, L -расстояние от гелиостата
до концентратора.
С помощью данного мет ода производится
оценка углов дефокусировки работы каждого
гелиостата в течении всего дня, а именно в течении
всего видимого движения солн ца. Данный метод
позволяет провести полную оценку работы
гелиостата не зависимо от его способа управления
–будь то про граммный, оптиче ский или
комбинированный.

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 Accura cy of Concentrators
/APPLIED SOLAR ENERGY USA , 2010. Vol 46,
№4 б-P.316 -318. [05.00.00;№4]

ENVIRONMENT СО & СО2 EMI SSIONS PROPOSED REDU CING MEASURES

Taranin Aleksandr G.
Ex.technical superintendent for trouble shooting
of worldwide trading and repairi ng company PT. Goltens
(New York , USA, branch office – Jakarta, Indonesia),
Chief engineer of worldwide shipping compa ny
nternational Tanker Management (Dubai, UAE),
PhD, docent of F.F.Ushakov State Maritime University
«Ship Power Plant Operation» departm ent
(F.F.Ushakov State Maritime University, Novorossiysk, Russia).
Tel: +7 962 861 2522
DOI: 10.31618/nas.2413 -5291.2020.1.54.185
Annotation
The Diesel Engin es (ICE) exhaust gas atmo sphere 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 dire ctly connect ed 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 bunkering companies. СО and СО2 emissions decreasing is
a corner task , as a fuel oil quality a nd 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 th is 25 years for the vessels diesel en gines (ICE) exhaust gases СО & СО2 emissions
decreasing the energy efficiency task is stated. Our proposed way can allow to resolve the СО & СО2 emissions
decreasing task for the engines operation parts of loads and nom inal loads.
Ke ywords: ICE (Diesel Eng ines) exhaust gas noxious emissions, carbon oxides, fuel oil Lower Calorific
Value, emissions decreasing way, engine heat balance.

Introduction
The main reason of fuel oil incomplete
combustion and exhaust gases toxicity increase, even at
significant exc ess 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 data is showing that with
engine load increa sing a main consti tuent 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 val ue of mean effecti ve pressure , but at
over loading is slightly increases again. The nitrogen
oxides concentration is continue to decreasing at mean
effective pressure greater values.
Thereby, the exhaust gases minor toxicity is
typical for full load mode. The engine operatio n
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 operation with low load.
Thereby, environment cont amination is inesc apably
during the operat ion 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 Sulphure
Marine Gasoil with sulphure content:
– < 0. 5% for worldwide a pplication .
– < 0,1% for a pplication 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.

Национальная ассоциация ученых (НАУ) # 54, 2020 27
– 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 hi ghest efficiency.
– As far as po ssible with increased fue l injection
timing.
– Using the engines with loads are closed to
NCR = 85%MCR.
– The engine turbocharging modification for
scavenging air excess supply at the engine operation
under parts of load (forcing by scavenging air).
– Using the ma nufacturer original spa re 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
HIGHE ST EFFICIENCY .
The given way c an be proposed as idea, w hich 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 e xcess supply at the engin e operation under parts of
load (forcing by scavenging air).
1) Heightening the Diesel Engines efficiency by
variation the values are influencing to 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)
a) Heightening the power by the cylinder
diameter 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 increa sing. Further cylinder diameter
incr easing has been not profitable.
b) Heightening the 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 en gines models such as LMC & SMC type of the
MAN –B&W & SULZER manufacturer, and to the
engine weight increasing too. Further piston stroke
increasing has been not profitable.
c) Heightening the power by the engine speed
increasing – n. The way is not logical fo r SSE & MSE
(Slow speed engines & Medium speed engines).
d) Hei ghtening 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 n ot profitable.
e) 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 p ower by the mean –indicated pressure
PIND increasing can not relate to the energy efficiency
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 c ombustion pressure or via injection length
and cylinder’s fuel oil combustion 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 an d cylinder liner strength limitation s,
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 rema ins as invarianted.
f) Will approach to the engine energy effic iency
and efficiency factor increasing 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
con stant mean –indicated pressure. Have achieved some
positive results in this 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 sam e power
achievement . Thi s 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 perfe ct the fuel oil combusti on,
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
(le ss 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
cal culation.
2) Idea of scavenging air ratio increasing .
To examine the scavenging air ratio incr easing
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.

28 Национальная ассоциация ученых (НАУ) # 54, 20 20
a) En gine speed: 116,3 rpm = 9 1,58% MS
(maximum speed);
b) Engine indicated power: 10103 IP = 7431
IKW = 86,8% MCR;
c) 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 ; PCOM AV = 103,62 bar;
d) Cy linders 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 MA X6 =
118,2 bar; P MAX AV = 121,4 bar;
e) Scavenging air pressure: P SC = 2,01 bar;
f) Fuel ignition timing: φINJ = 2 O after TDC;
g) Shall visualize the engine forcing by a charge
air and then variables changing on the given operating
mode: therefore a cylinders compre ssion pressures
average value has reached a maximum combustion
pressures average value P COMREC = P MAX AV = 121,4 bar
(figure 2(b)):
– a required scavenging air pressure 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 (–) – absolu te 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 PCOM AV = 103,62 bar up to recommended
PCOM REC = 121,4 bar, it is necessary to raise the
scavenging air pressure at pre sented mode from
PSC = 2,01 bar up to P SCREC = 2,5 bar .
h) 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 sam e value
as compression pressure P MAX REC = P COM REC = 121,4
bar (figure 2(b));

Национальная ассоциация ученых (НАУ) # 54, 2020 29
Figure 1 – actual indicator diagram and i ndic ation data
Fig. 10 . Cylinders indication & performance data results table after TDC correction

30 Национальная ассоциация ученых (НАУ) # 54, 20 20
Figure 2(a) – actual indicator diagram; (b) – estimated indicator diagram

i) 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 pressur e depends on combustion gases
quantity is consist of supplied fuel oil quantity and
scavenging ai r quantity is involving in fuel oil mixture


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

Национальная ассоциация ученых (НАУ) # 54, 2020 31
formation and mixture combustion per cycle:
GCG = G FO + G SCA ;
– we can assume, that for the e ngine i s operating
by t he external propeller 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 me an–indi cated pressure), a fuel oil
consumption will reduced;
– from the above saying we will beg to make
conclusion, that a t the scavenging air quantity rise and
fuel oil quantity reduction are involving in mixture
formation and mixture combustion and at con stant
combustion gases quantity (constant indicator diagram
area and mean –indicated pressure), a combustion
efficiency in creases, exhaust gas temperature comes
down, and that and other has bring to reduction of CО 2,
СО & NO X emissions to atmosphere . A prov e of th e
above saying i s 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) l osses;
QCW – cooling water heat (energy) losses;
QLO – lubricating oil heat (energy) losses.
Conclusion : At the exhaust gas temper ature
reduction, and thereafter an exhaust gases energy (heat)
losses too Q EXH , for keeping the condition N IND = cons t,
to red uce the fuel o il consumption G FO it is required.
j) 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 ris ed. In th at case
also can propose the latest opening of exhaust valve ,
ipso facto have increased the piston stroke efficiency,
and the earl iest closing of exhaust valve , ipso facto
have increased compression ratio, have constructively
changed exhaust valve driving cam profile.
3) Initial actions for stated idea approval:
a) Diesel Engines preliminary theoretical heat
calculation and presented engine TC heat balance
calculation;
b) Without any additional expenses to test the
engine operation with already known manufa cturer
shop trial test results (to prove the stated idea ) during
its forcing by scavenging air on the repetitive test bed,
have created for selected load the proposed scavenging
air constant pressure in scavenging air receiver by any
external source, for e xample fr om starting ai r bottles
via reducing valve;
c) After expec ted 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 loa d
sequenc e and to carry out the trial tests for selected
sequenc e;
d) In all likelihood VIT system to be operated by
inverse proportionality dependence of the load, i.e. VIT
index decreasing at the load increasing, in contrast to
classical dependence – VIT in dex incre asing at the l oad
increasing from 0 up to 75%, and its further decreasing
at the loads more then 75%.
e) 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 th e
repetitive t est bed, have created by any external sou rce
(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) a nd keep i t pressure at all parts
of loads. In that case at any p art of load scavenging air
pressure, thereafter cylinders compression pressures
and maximum combustion pressures will be constant,
but the engine load will be changed by changing the
fuel oil injection end, thereaft er by changing the fuel
injection length (due to constant fuel injection timing),
by changing the fuel oil cycle dosage and consumption.
Assumed that the VIT system will be not required for
this particular case. How to operate the en gine at t his
particular expected measure:
– to develop the highest capacity TC for
achievement 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
this particul ar engine (for our pres ented engine
6S50MC) and to install it on engine;
– to fabricate the engine TC air inlet filter easy
moved 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 T DC to 12. 5O 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
scave nging air receiver equa l to scavenging air pressure
at MCR ( 100% of load), i.e. to 2.75 bar (for our
presented engine 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 T C heavy s urging) and
created scavenging air constant pressur e 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 open 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 re quired theoretically
calculated and experimental confirmations. Last can be
carry out at availability of Diesel Engine laboratory –

32 Национальная ассоциация ученых (НАУ) # 54, 20 20
mini ER or by association with Diesel Engines
manufacturer.

References
1. V.I. Korolev, A.G. T aranin, T raining of
engineers on watch with usage of the engine room
simulator «DIESELSIM DPS –100» . Parts 1 & 2,
Novorossiysk, Admiral F.F. Ushakov State Maritime
University, 2010.
2. V.I. Korolev, A.G. Taranin, Unattended
machine service of a ship’s power pl ant with simulator
«DIESELSIM DP S–100» . Parts 1 & 2, Novorossiysk,
Admiral F.F. Ushakov State Maritime University,
2010.
3. A.G. Taranin, The ship’s equipment
operational instructions elements with usage of the ER
simulator «DIESELSIM DPS –100», Novorossiysk,
Admiral F .F. Ushako v State Marit ime University,
2020.
4. A.G. Taranin, The ship’s equipment
operational instructions elements with usage of the ER
simulator «NEPTUNE MC90 –IV», Novorossiysk,
Admiral F.F. Ushakov State Maritime University,
2020.

USAGE FEATURES OF THE ELECTRONIC INDICATORS FOR SHIP’S AND SHORE 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 – Jakarta , Indonesia),
Chief engineer of worldwide shipping compan y
nternational Tanker Management (Dubai, UAE),
PhD, docent of F.F.Ushakov State Maritime University
«Ship Power Plant Operation» department
(F.F.Ushakov State Maritime Univers ity, Novorossiysk, Russ ia).
Tel: +7 962 861 2522
DOI: 10.31618/nas.2413 -5291.2020.1.54.186
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 pro per transfer to PC;
ind icator 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 –effe ctive power proper
calculations for each cyli nder and engine total.
Keywords: Engine indication, performance data, electronic indicator, mean –indicated & mean –effective
pressure, indicated & effective power.

Introduction
Currently on the worldwide fleet mo tor –vessels
and shore diesel power plants f or internal combustion
engines –die sel engines indication and performance
data measurement readings carrying –out the micro –
processing gauging and systems, such as Doctor –
Engine, Diesel –Doctor and Electronic indicat ors
(different kind of brands and manufactu rers) are used
in most of cases. H owever, actually they are not
carrying –out the functions of the engines technical
condition (cylinder tightness, fuel injection equipment
condition and turbocharger system conditi on)
diagnostic and analysis, overload/downl oad analysis
and load d istribution 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) an d
closed indicator diagrams (Fig.2) for eac h cylinder and
for engi ne speed me asurement at each cylinder
indication. All others values are required for the engine
technical condition diagnostic and analysis has
determined by calculation from indicator diagr ams or
entered manually to the electronic e quipment tables.
Examin e the engin e indication results from
Electronic indicator type HLV –2005 MK
(Praezisionsmesstechnik Beawert GMBH, Germany):
1) The values are calculated from the indicator
diagrams:
– Cylinders in dicator diagrams area A D (mm 2);
– Cylinders m ean –indicated pressure PMICYL
(bar ) (Fif.3);
– Cylinders mean –effective pressure P MECYL
(bar);
– Cylinders indicated power N IND CYL (IKW)
(Fif.3);
– Cylinders effective power N EFF CYL (EKW);
– Engine average mean –indicated pressure
PMIENG (bar) (Fig.3);
– Engine avera ge mean –effective press ure
PMEENG (bar);
– Engine indicated power N IND ENG (IKW)
(Fif.3);
– Engine effective power N EFF ENG (EKW);
– Engine mechanical efficiency η MEC (%).
2) The values are entered manually to the
electronic equipment tables (Fig.3):
– Scavenging air t emperature after turboc harger
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);