Hi all!
I have a query and will appreciate any input / advise, from sites / operations, (where this technology have been successfully implemented), regarding the following.
The site is implementing a system incorporating a plant where all the used oil - referred to as product - is reclaimed (80% crankcase, 15% gearbox and the rest hydraulic - ratio). Product is then processed through a phosphate reduction process at approximately 120 degrees C (200 litre tank volume with a 5 litre / minute through flow), cooled to 75 degrees C and chemically treated. The treated product is cooled and pumped to a vertical settlement tank (14000 litre volume with a replenishing rate of 15000 litre per week) to allow the settling of carry-over fractions of the aqueous solution. Product is then centrifuged and stored in a bulk product tank from where it is blended into the diesel dispensing (referred to as the fuel-product mixture) system at a 3 - 4% (volume / volume%) ratio. The system is not operational at present and test runs & analysis is conducted.
Analysis of the product - before blending into the diesel is as follow:
Viscosity: 53 cSt
Ca: 202 ppm
P: 292 ppm
S: 8639 ppm
Zn: 57 ppm
Fe: 15 ppm
Pb: 11 ppm
Si: 29 ppm
Na: 100 ppm
My questions are as follow;
- What cleanliness will be required when blending the reclaimed oil into the fuel (bearing the blend dilution factor in mind), I assume the same as required for the fuel. IP440, the preferred method for fuel cleanliness, is gravimetric (mass / mass%) but does not quantify the particle size, what do you suggest because the sample might pass the IP440 but still have excessively large particles in the composition.
- Will the product with a high EP additive (sulphur phosphorous) content in low sulphur (0.05%) diesel fuel have a deterimental effect on the life of the fuel system (injectors / pumps etc) considering the dilution factor?
- Ash content of the product and fuel - product mixture respectively, do you think the ash content will be influenced significantly?
The site is operating a fleet which include KOMATSU SA12V140, CAT3412, 3306, 3304, CUMMINS K1800, QST30, KTA38, VTA1710 and several other high horsepower new generation engines.
Any opinions will be appreciated and my email included.
Regards.
sminnaar@mhs4.tns.co.za
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