The document analyzes oil analysis data from a field test of three different oil filters - high, medium, and low efficiency - used in trucks over extended periods. The purpose was to determine if oil analysis alone can differentiate filter performance and the level of engine wear protection provided. Statistical analysis of the oil analysis data found the results for the different filters were largely equal, indicating oil analysis alone cannot be used to compare filter performance. While it provides some insights, oil analysis has limitations and may not detect larger wear particles. Therefore, oil analysis alone is not an acceptable means of comparing filter performance in field tests.
OBD-II and Oxygen Sensor: Review the I.C Engine - Emissions related PerformanceIJCERT
Increased awareness regarding the adverse effects of pollutants from automobile exhaust gases has been the main driving force for implementation of more and more stringent legislation on automobile exhaust emissions in many Countries. On Board Diagnostic (OBD), regulations in the USA for light and medium duty vehicles (I. C. Engines) are introducing to implement the air quality standard. California and the Federal Government used a driving cycle to certify 1966 and newer models which referred to as either California Cycle or the Federal Test Procedure (FTP). The California Air Resource Board (CARB) and the objective to reduce hydrocarbon (HC) emission caused by malfunction of the vehicles emission control systems adopted the California code of Regulations (CCR) known as OBD – II. The diagnosis is based on the oxygen sensor response time that is the amount of time to complete a switch from rich to lean or lean to rich transition that gives the ability to control the engine at stochiometric Air Fuel ratio. Typical values of lean mean voltage and rich mean voltage are 300 to 600 mill volts respectively. For post-cat O2 sensor, in particular, voltage level checks and heater systems checked and done and the failure thresholds for the post O2 sensor, diagnostic must not be set at a point beyond the failure limit where the catalyst diagnostic is affected.
In this study, analysis of DRO and ORO (C10-C40) were performed using a Shimadzu GC-FID equipped with fast temperature programmable (FTP) column that aim to significantly reduce the run time for this analysis.
This document discusses a proficiency testing program for laboratories that analyze used oil. The program sends quarterly samples of real used oils to participating laboratories to test for various parameters like metals, sulfur, and flash point. It evaluates the laboratories' results using z-scores to identify any outliers or potential errors. Nearly 50 U.S. and international laboratories have participated over 6 rounds. The results show better agreement for bulk properties like heating value than for minor constituents like metals, and accurately measuring arsenic at low levels is difficult. The program aims to assess laboratory performance and compliance with regulations for used oil analysis.
The document summarizes the results of emissions tests showing reductions in harmful emissions from vehicles and equipment when using Xtreme Fuel Treatment. Specifically, it found reductions in carbon monoxide (CO) levels by 34.6-42.7%, hydrocarbon (HC) levels by 41.76-44.8%, carbon dioxide (CO2) levels by 2.5-7.9%, and oxygen (O2) levels decreased by 7.3%. The results demonstrate improved combustion efficiency and fuel savings of up to 15.89% on average.
Carbon monoxide is formed during incomplete combustion when there is too much fuel or not enough oxygen. High levels of CO indicate a rich mixture and can be fatal if inhaled over a short period in high enough concentrations. High CO can be caused by issues like air intake restrictions, fuel leaks, carburetor malfunctions, exhaust leaks, or catalytic converter problems that result in a rich air-fuel mixture. Carbon dioxide is considered a greenhouse gas rather than a pollutant and normal tailpipe CO2 levels range from 13-17%, with CO2 and CO levels moving in opposite directions depending on whether the mixture is rich or lean.
A group of aerospace engineering students at Cal Poly Pomona designed and built the university's first hybrid rocket. The rocket was designed to reach an altitude of 10,000 feet and have a maximum drift of 2,500 feet. After several failed launch attempts, the rocket finally launched but did not achieve its full altitude due to wind conditions. It is estimated the rocket reached between 2,500-3,000 feet before crashing due to parachute failure. The project provided valuable experience for the students in designing, building, and launching a large-scale rocket.
This document discusses the findings of an inter-laboratory analytical quality control exercise conducted with 42 water testing laboratories in India. The exercise tested the laboratories' ability to accurately measure 9 water quality parameters in 2 synthetic samples.
The key findings were that only 15 laboratories reported results for all 9 parameters, and the percentage of accurate results ranged from 36.8% to 57.1% depending on the parameter. Comparison to a previous quality control exercise showed similar or lower accuracy levels. The document concludes with recommendations to improve laboratories' analytical capabilities and ensure more consistent and accurate water quality monitoring across India.
Este documento describe cómo funciona un turbocargador con posenfriador. Explica que un posenfriador enfría el aire que entra en la cámara de combustión, permitiendo inyectar una mayor cantidad de aire. Proporciona detalles sobre cómo un turbocargador comprime el aire para que tenga el mismo volumen pero una masa mayor, mejorando el rendimiento del motor. También incluye información de contacto para la compañía Turbodina.
OBD-II and Oxygen Sensor: Review the I.C Engine - Emissions related PerformanceIJCERT
Increased awareness regarding the adverse effects of pollutants from automobile exhaust gases has been the main driving force for implementation of more and more stringent legislation on automobile exhaust emissions in many Countries. On Board Diagnostic (OBD), regulations in the USA for light and medium duty vehicles (I. C. Engines) are introducing to implement the air quality standard. California and the Federal Government used a driving cycle to certify 1966 and newer models which referred to as either California Cycle or the Federal Test Procedure (FTP). The California Air Resource Board (CARB) and the objective to reduce hydrocarbon (HC) emission caused by malfunction of the vehicles emission control systems adopted the California code of Regulations (CCR) known as OBD – II. The diagnosis is based on the oxygen sensor response time that is the amount of time to complete a switch from rich to lean or lean to rich transition that gives the ability to control the engine at stochiometric Air Fuel ratio. Typical values of lean mean voltage and rich mean voltage are 300 to 600 mill volts respectively. For post-cat O2 sensor, in particular, voltage level checks and heater systems checked and done and the failure thresholds for the post O2 sensor, diagnostic must not be set at a point beyond the failure limit where the catalyst diagnostic is affected.
In this study, analysis of DRO and ORO (C10-C40) were performed using a Shimadzu GC-FID equipped with fast temperature programmable (FTP) column that aim to significantly reduce the run time for this analysis.
This document discusses a proficiency testing program for laboratories that analyze used oil. The program sends quarterly samples of real used oils to participating laboratories to test for various parameters like metals, sulfur, and flash point. It evaluates the laboratories' results using z-scores to identify any outliers or potential errors. Nearly 50 U.S. and international laboratories have participated over 6 rounds. The results show better agreement for bulk properties like heating value than for minor constituents like metals, and accurately measuring arsenic at low levels is difficult. The program aims to assess laboratory performance and compliance with regulations for used oil analysis.
The document summarizes the results of emissions tests showing reductions in harmful emissions from vehicles and equipment when using Xtreme Fuel Treatment. Specifically, it found reductions in carbon monoxide (CO) levels by 34.6-42.7%, hydrocarbon (HC) levels by 41.76-44.8%, carbon dioxide (CO2) levels by 2.5-7.9%, and oxygen (O2) levels decreased by 7.3%. The results demonstrate improved combustion efficiency and fuel savings of up to 15.89% on average.
Carbon monoxide is formed during incomplete combustion when there is too much fuel or not enough oxygen. High levels of CO indicate a rich mixture and can be fatal if inhaled over a short period in high enough concentrations. High CO can be caused by issues like air intake restrictions, fuel leaks, carburetor malfunctions, exhaust leaks, or catalytic converter problems that result in a rich air-fuel mixture. Carbon dioxide is considered a greenhouse gas rather than a pollutant and normal tailpipe CO2 levels range from 13-17%, with CO2 and CO levels moving in opposite directions depending on whether the mixture is rich or lean.
A group of aerospace engineering students at Cal Poly Pomona designed and built the university's first hybrid rocket. The rocket was designed to reach an altitude of 10,000 feet and have a maximum drift of 2,500 feet. After several failed launch attempts, the rocket finally launched but did not achieve its full altitude due to wind conditions. It is estimated the rocket reached between 2,500-3,000 feet before crashing due to parachute failure. The project provided valuable experience for the students in designing, building, and launching a large-scale rocket.
This document discusses the findings of an inter-laboratory analytical quality control exercise conducted with 42 water testing laboratories in India. The exercise tested the laboratories' ability to accurately measure 9 water quality parameters in 2 synthetic samples.
The key findings were that only 15 laboratories reported results for all 9 parameters, and the percentage of accurate results ranged from 36.8% to 57.1% depending on the parameter. Comparison to a previous quality control exercise showed similar or lower accuracy levels. The document concludes with recommendations to improve laboratories' analytical capabilities and ensure more consistent and accurate water quality monitoring across India.
Este documento describe cómo funciona un turbocargador con posenfriador. Explica que un posenfriador enfría el aire que entra en la cámara de combustión, permitiendo inyectar una mayor cantidad de aire. Proporciona detalles sobre cómo un turbocargador comprime el aire para que tenga el mismo volumen pero una masa mayor, mejorando el rendimiento del motor. También incluye información de contacto para la compañía Turbodina.
Este documento describe las principales causas de fallas en los turbocargadores, incluyendo la ingestión de objetos extraños, falta de lubricación, inyección excesiva de combustible y sobrecalentamiento de los gases de escape. Se explica cómo estos problemas pueden dañar las turbinas y el eje del turbocargador.
Este documento presenta los resultados de una prueba de desgaste para un aceite turbo ISO 32 utilizado en la turbina #3 de una planta de energía. Se midió el diámetro del huella con aplicaciones diferentes de aditivos anticorrosión y antidesgaste. Los resultados mostraron que el aceite ISO 32 original no tenía propiedades antidesgaste, mientras que la adición de hasta un 4% de aditivo antidesgaste y 2% de ZDDP redujo significativamente el desgaste. Las conclusiones fueron que el aceite actual carecía de propiedades
Este documento presenta un modelo matemático para calcular el factor de desgaste ZN/P en motores de combustión interna de altas revoluciones. Proporciona valores para los parámetros de un motor diésel, como la viscosidad del aceite, la potencia, el número de cilindros y la geometría de los componentes como el pistón y los cojinetes. Calcula el factor de desgaste para diferentes temperaturas del aceite entre 40°C y 100°C.
This document discusses the development and testing of an anti-wear gas turbine lubricant formulated for use in challenging offshore environments. The lubricant was designed using severely hydrocracked/hydrotreated Group II base oils for their enhanced thermal and oxidative stability compared to traditional Group I base oils. Combined with a high performance additive system balanced for the base oils, the lubricant met the requirements of GEK 101941A specification for extreme pressure/anti-wear turbine fluids. The lubricant underwent a 4-year field trial on two GE Frame 6B turbines operating on an offshore production vessel in the North Sea, accumulating over 25,000 hours without signs of degradation despite operating in severe conditions.
Programa Y Metodologia Toma De Muestras Analisis Aceite UsadoManuel Rojas Nadal
This document provides instructions and information for using MonitorTM, a lubricant analysis service. It discusses the purpose of trend lubricant analysis in preventing failures by detecting early issues. Key points covered include how to properly take and submit lube samples, the various test types performed, and how to interpret the analysis reports, with a focus on establishing trends over multiple samples from a component over time. Instructions are provided for sample kits, bottle labeling, and responding appropriately to abnormal test results.
Este documento presenta los resultados de una evaluación del desempeño antidesgaste de un aditivo llamado BMO MRN en aceite lubricante grado ISO-32. Se realizaron pruebas variando el porcentaje del aditivo entre 0-4% y se midieron parámetros tribológicos como desgaste gravimétrico, desgaste volumétrico e intensidad de desgaste. Los resultados mostraron una reducción de todos los parámetros con el aumento del porcentaje de aditivo, demostrando su efecto antidesgaste.
El documento describe el desgaste adhesivo o "scuffing" que afecta a los aros de pistón y camisas de cilindro en motores diésel lentos de dos tiempos que usan combustibles con bajo contenido de azufre. El scuffing es el tipo de desgaste más severo y afecta a ambos componentes simultáneamente, reduciendo la disponibilidad del motor y aumentando los costes de reparación.
Se realizó una prueba de desgaste en un lubricante, aplicando un torque de 32 libras-pie. El diámetro de la huella resultante fue de 6.97 mm y el desgaste total fue de 0.0229 gramos, lo que demuestra las propiedades anti-desgaste del lubricante.
El documento describe los daños por cavitación que ocurren en las camisas de los motores. La cavitación se produce cuando las vibraciones del pistón generan burbujas de vapor en el refrigerante que luego implosionan contra la superficie de la camisa, arrancando átomos y causando picaduras. Se explican las causas como fugas en el sistema de refrigeración, baja temperatura del motor, y mala calidad de componentes o refrigerante. Se ofrecen consejos para reparar el motor y prevenir daños futuros mediante el uso de componentes de al
El documento presenta los resultados de una evaluación tribomecánica de las propiedades antidesgaste de dos aceites de motor, Shell 15W40 y LiquiMoly 20W50M. Los resultados mostraron que el aceite Shell 15W40 tuvo una temperatura de fricción más alta de 180°C en comparación con 97.5°C para el LiquiMoly 20W50M, y una mayor tasa de desgaste de 0.1275 gramos frente a 0.0232 gramos.
Este documento presenta el fibroscopio flexible Lenox. Ofrece inspecciones de artefactos, equipos, tuberías y cavidades inaccesibles. Cuenta con una sonda flexible de acero cubierta por resina para inserción. Viene en diferentes longitudes, diámetros y ángulos de visión, con iluminación de fibra óptica para alta resolución. Se conecta a cámaras y televisión.
Este documento describe los sistemas UIS (unidad bomba-inyector) y UPS (bomba-tubería-inyector), que permiten alcanzar las mayores presiones de inyección en motores diésel. Estos sistemas tienen una unidad de inyección por cada cilindro controlada electrónicamente para lograr una inyección precisa. Explica las ventajas de estos sistemas y los componentes básicos como la alimentación de combustible, regulación electrónica y periféricas.
This document discusses proper methods for sampling used engine oil. It describes five common sampling methods and provides diagrams to illustrate the correct sampling locations for different types of engines and components. Specific guidance is given for sampling diesel engines, gearboxes, and centrifuges. Maintaining consistent and proper sampling techniques is important for obtaining accurate used oil analysis results.
El documento habla sobre los filtros de habitáculo para vehículos industriales como camiones y autobuses. Explica que estos filtros son importantes para proteger al conductor de la contaminación del aire, y deben ser reemplazados cada 12,000 a 15,000 km aproximadamente. También describe que los filtros de MAHLE están disponibles como filtros de partículas o con carbón activo, siendo este último efectivo para absorber olores y gases tóxicos.
Este documento presenta los resultados de una prueba de desgaste para el aceite Lubriquem 20W50 Formulacion AM. La prueba midió la temperatura de fricción, la temperatura del aceite y el amperaje sobre 10 minutos bajo una carga de 32 libras por pie cuadrado. El diámetro de la huella fue de 3.97 mm y el desgaste total fue de solo 0.0032 gramos, lo que demuestra la excelente resistencia al desgaste del aceite Lubriquem 20W50 Formulacion AM.
Analysis of Oil Additives Following ASTM D4951 with the Avio 200 ICP-OESPerkinElmer, Inc.
When blending base oils and additives for use as lubricants, it is important to know and control the concentrations of certain
elements for optimal performance and longer engine life. Because this process is so crucial, ASTM developed a method
for monitoring this procedure: ASTM method D4951, which covers barium (Ba), boron (B), calcium (Ca), copper (Cu), magnesium (Mg), molybdenum (Mo), phosphorus (P), sulfur (S), and zinc (Zn). However, not all these elements need to be measured all the time – the blends and additives are specified
to meet certain performance specifications which can vary among oil types, depending on their final use.
Optimized maspi pama april 2009 rev1 pomer pointbocah666
The document discusses condition monitoring of fuel and oil for effective maintenance of heavy equipment in mining. It emphasizes the importance of lubrication and outlines methods for monitoring lubricant condition, including fluid properties analysis, contamination analysis, and wear debris analysis. Regular monitoring can help identify issues early and extend equipment life through predictive and proactive maintenance.
Este documento describe las principales causas de fallas en los turbocargadores, incluyendo la ingestión de objetos extraños, falta de lubricación, inyección excesiva de combustible y sobrecalentamiento de los gases de escape. Se explica cómo estos problemas pueden dañar las turbinas y el eje del turbocargador.
Este documento presenta los resultados de una prueba de desgaste para un aceite turbo ISO 32 utilizado en la turbina #3 de una planta de energía. Se midió el diámetro del huella con aplicaciones diferentes de aditivos anticorrosión y antidesgaste. Los resultados mostraron que el aceite ISO 32 original no tenía propiedades antidesgaste, mientras que la adición de hasta un 4% de aditivo antidesgaste y 2% de ZDDP redujo significativamente el desgaste. Las conclusiones fueron que el aceite actual carecía de propiedades
Este documento presenta un modelo matemático para calcular el factor de desgaste ZN/P en motores de combustión interna de altas revoluciones. Proporciona valores para los parámetros de un motor diésel, como la viscosidad del aceite, la potencia, el número de cilindros y la geometría de los componentes como el pistón y los cojinetes. Calcula el factor de desgaste para diferentes temperaturas del aceite entre 40°C y 100°C.
This document discusses the development and testing of an anti-wear gas turbine lubricant formulated for use in challenging offshore environments. The lubricant was designed using severely hydrocracked/hydrotreated Group II base oils for their enhanced thermal and oxidative stability compared to traditional Group I base oils. Combined with a high performance additive system balanced for the base oils, the lubricant met the requirements of GEK 101941A specification for extreme pressure/anti-wear turbine fluids. The lubricant underwent a 4-year field trial on two GE Frame 6B turbines operating on an offshore production vessel in the North Sea, accumulating over 25,000 hours without signs of degradation despite operating in severe conditions.
Programa Y Metodologia Toma De Muestras Analisis Aceite UsadoManuel Rojas Nadal
This document provides instructions and information for using MonitorTM, a lubricant analysis service. It discusses the purpose of trend lubricant analysis in preventing failures by detecting early issues. Key points covered include how to properly take and submit lube samples, the various test types performed, and how to interpret the analysis reports, with a focus on establishing trends over multiple samples from a component over time. Instructions are provided for sample kits, bottle labeling, and responding appropriately to abnormal test results.
Este documento presenta los resultados de una evaluación del desempeño antidesgaste de un aditivo llamado BMO MRN en aceite lubricante grado ISO-32. Se realizaron pruebas variando el porcentaje del aditivo entre 0-4% y se midieron parámetros tribológicos como desgaste gravimétrico, desgaste volumétrico e intensidad de desgaste. Los resultados mostraron una reducción de todos los parámetros con el aumento del porcentaje de aditivo, demostrando su efecto antidesgaste.
El documento describe el desgaste adhesivo o "scuffing" que afecta a los aros de pistón y camisas de cilindro en motores diésel lentos de dos tiempos que usan combustibles con bajo contenido de azufre. El scuffing es el tipo de desgaste más severo y afecta a ambos componentes simultáneamente, reduciendo la disponibilidad del motor y aumentando los costes de reparación.
Se realizó una prueba de desgaste en un lubricante, aplicando un torque de 32 libras-pie. El diámetro de la huella resultante fue de 6.97 mm y el desgaste total fue de 0.0229 gramos, lo que demuestra las propiedades anti-desgaste del lubricante.
El documento describe los daños por cavitación que ocurren en las camisas de los motores. La cavitación se produce cuando las vibraciones del pistón generan burbujas de vapor en el refrigerante que luego implosionan contra la superficie de la camisa, arrancando átomos y causando picaduras. Se explican las causas como fugas en el sistema de refrigeración, baja temperatura del motor, y mala calidad de componentes o refrigerante. Se ofrecen consejos para reparar el motor y prevenir daños futuros mediante el uso de componentes de al
El documento presenta los resultados de una evaluación tribomecánica de las propiedades antidesgaste de dos aceites de motor, Shell 15W40 y LiquiMoly 20W50M. Los resultados mostraron que el aceite Shell 15W40 tuvo una temperatura de fricción más alta de 180°C en comparación con 97.5°C para el LiquiMoly 20W50M, y una mayor tasa de desgaste de 0.1275 gramos frente a 0.0232 gramos.
Este documento presenta el fibroscopio flexible Lenox. Ofrece inspecciones de artefactos, equipos, tuberías y cavidades inaccesibles. Cuenta con una sonda flexible de acero cubierta por resina para inserción. Viene en diferentes longitudes, diámetros y ángulos de visión, con iluminación de fibra óptica para alta resolución. Se conecta a cámaras y televisión.
Este documento describe los sistemas UIS (unidad bomba-inyector) y UPS (bomba-tubería-inyector), que permiten alcanzar las mayores presiones de inyección en motores diésel. Estos sistemas tienen una unidad de inyección por cada cilindro controlada electrónicamente para lograr una inyección precisa. Explica las ventajas de estos sistemas y los componentes básicos como la alimentación de combustible, regulación electrónica y periféricas.
This document discusses proper methods for sampling used engine oil. It describes five common sampling methods and provides diagrams to illustrate the correct sampling locations for different types of engines and components. Specific guidance is given for sampling diesel engines, gearboxes, and centrifuges. Maintaining consistent and proper sampling techniques is important for obtaining accurate used oil analysis results.
El documento habla sobre los filtros de habitáculo para vehículos industriales como camiones y autobuses. Explica que estos filtros son importantes para proteger al conductor de la contaminación del aire, y deben ser reemplazados cada 12,000 a 15,000 km aproximadamente. También describe que los filtros de MAHLE están disponibles como filtros de partículas o con carbón activo, siendo este último efectivo para absorber olores y gases tóxicos.
Este documento presenta los resultados de una prueba de desgaste para el aceite Lubriquem 20W50 Formulacion AM. La prueba midió la temperatura de fricción, la temperatura del aceite y el amperaje sobre 10 minutos bajo una carga de 32 libras por pie cuadrado. El diámetro de la huella fue de 3.97 mm y el desgaste total fue de solo 0.0032 gramos, lo que demuestra la excelente resistencia al desgaste del aceite Lubriquem 20W50 Formulacion AM.
Analysis of Oil Additives Following ASTM D4951 with the Avio 200 ICP-OESPerkinElmer, Inc.
When blending base oils and additives for use as lubricants, it is important to know and control the concentrations of certain
elements for optimal performance and longer engine life. Because this process is so crucial, ASTM developed a method
for monitoring this procedure: ASTM method D4951, which covers barium (Ba), boron (B), calcium (Ca), copper (Cu), magnesium (Mg), molybdenum (Mo), phosphorus (P), sulfur (S), and zinc (Zn). However, not all these elements need to be measured all the time – the blends and additives are specified
to meet certain performance specifications which can vary among oil types, depending on their final use.
Optimized maspi pama april 2009 rev1 pomer pointbocah666
The document discusses condition monitoring of fuel and oil for effective maintenance of heavy equipment in mining. It emphasizes the importance of lubrication and outlines methods for monitoring lubricant condition, including fluid properties analysis, contamination analysis, and wear debris analysis. Regular monitoring can help identify issues early and extend equipment life through predictive and proactive maintenance.
This document summarizes a field study that tested the effect of AMSOIL synthetic lubricants on fuel economy in diesel trucks under stop-and-go city driving conditions. Two nearly identical trucks were tested, one using conventional lubricants and the other using AMSOIL synthetics. Testing found that using AMSOIL synthetic oil in just the engine increased fuel economy by 2.38%, while using AMSOIL synthetics in the engine, transmission, and differentials increased fuel economy by 3.15% compared to conventional lubricants. The study demonstrates that AMSOIL synthetic lubricants can provide increased fuel economy and reduced emissions in diesel vehicles operating in stop-and-go city environments.
Concrete Containment Tendon Grease Sampling and AnalysisRich Wurzbach
Presented at the 10th International NDE Conference in Nice, France in 2013, this paper outlines new methods and technologies for obtaining representative samples without tendon can disassembly, and a more robust and reliable test slate to evaluate corrosion failure modes including MIC, water, corrosive ions, and the presence of oxidized ferrous debris. Methods developed in response to a containment tendon failure, and the resulting corrective action plan to evaluate an entire assembly of tendons.
Lubricant analysis is a key component of condition monitoring programs. It involves analyzing lubricant samples to monitor both lubricant condition and the condition of equipment. Key tests include particle counting to detect wear debris, spectroscopy to identify contaminants and wear metals, and ferrography to determine wear particle sizes, shapes, and causes of wear. Together, these tests provide early detection of equipment issues before failure occurs.
Analysis of Trace Elements in Fertilizer with AVIO 200 ICP-OESPerkinElmer, Inc.
This document summarizes the ability of the Avio 200 ICP-OES to accurately analyze trace elements in fertilizers at levels below Thailand's regulatory limits. Reference materials were digested and analyzed to validate the method. Results for the reference materials showed recoveries within 10% of certified values. Detection limits for the analytes were all below the corresponding regulatory levels in Thailand. The method demonstrated the Avio 200 ICP-OES can accurately measure nutrients and trace elements in fertilizers.
Study of Engine Testing Lab and Engine Testing of TATA 697 series EnginesManish Bhartiya
The document discusses testing of Tata 697 series diesel engines at Tata Motors' testing lab to evaluate performance and emissions. Key aspects tested include power, fuel consumption, smoke density, and emissions. Tests are conducted according to BS emission standards using equipment like a dynamometer, gravimetric fuel meter, opacimeter, and water cooling system. Precise procedures involve clamping the engine to a test bed, applying load via a dynamometer, and measuring various parameters to check compliance with standards.
Analysis of In-Service Oils Following ASTM D5185 with the Avio 200 ICP-OESPerkinElmer, Inc.
With heavy machinery, it is important to assess its status during operation to prevent breakdowns and costly repairs. A key aspect is monitoring the status of the oil or lubricants used to lubricate various components such as engines, transmissions, gearboxes and many other important areas: if the oil degrades too much or becomes highly contaminated, it can damage various components. While many aspects of in-service oils need to be monitored, the metal content provides information about the condition of both the engine and the oil itself to help determine the health of the engine and when the oil needs changing. Because of its importance, ASTM created a method for the analysis of in-service oils: method D5185.
This document summarizes a workshop on heavy-duty fuel efficiency regulations held on April 29th, 2015. It provides an overview of ARAI, the Automotive Research Association of India, including their emission test facilities. It then discusses the status of fuel economy regulations in India, other countries, and at a global level. Highlights of the Indian emission standard IS 11921 are presented. Finally, it proposes a roadmap for developing heavy-duty vehicle fuel economy standards in India and lists existing heavy-duty vehicle testing facilities in the country.
This document discusses the importance of oil analysis and contamination control for renewable energy systems like wind and solar power. It begins with an introduction on how analysis and filtration are important. Section I discusses case studies of hydro, wind, and solar power facilities that improved reliability and reduced costs by upgrading their oil filtration systems based on oil analysis results. Section II ends with questions about the most important oil analysis parameters and common contaminants. The overall message is that regular oil analysis and clean oil through improved filtration can increase equipment lifespan and lower maintenance costs for renewable energy systems.
1) The document discusses return line failure in hydraulic steering systems due to changes in hydraulic fluid properties with operating conditions.
2) It aims to analyze the causes of return line failure and fluid property changes, and suggest prevention methods.
3) Tests were conducted on a Fiat Palio steering system to understand the relationship between temperature rise in the fluid and system failure. The temperature rise was found to increase with steering load and decrease with better quality fluid.
This document discusses emission standards and testing procedures. It begins by outlining various emission standards in the United States and Europe, including Tier 1/2 standards and California's LEV/ULEV/SULEV standards. It then describes various emission tests like the FTP and I/M 240 tests. It concludes by discussing exhaust analysis and the significance of measuring levels of HC, CO, CO2, O2, and NOx.
Determination of machine condition by oil analysis Done By Raymon CharlyRaymon Charly
The document summarizes a seminar presentation on machine condition monitoring through oil analysis. It discusses various techniques for analyzing lubrication oil samples such as FTIR spectroscopy, ferrography, particle counting, and online debris monitoring. These analysis methods examine properties of the oil like viscosity and acidity, as well as contamination levels and concentrations of wear metals. The results can provide insights into equipment health and identify failure risks to enable preventative maintenance.
Our team analyzed the feasibility and risks of installing methanol reforming hydrogen fuel stations. We evaluated each component for potential failures, consequences, and costs. The compressor and reverse osmosis filter reliability analyses found it best to run the compressor until failure and replace the filter every 9 months. A disaster analysis found catastrophic failures to be extremely unlikely. Simulation results estimated average annual profit of $1.3 million. Recommendations included reducing maintenance on high-cost components and finding cheaper leak detection systems to increase safety and profits.
Performance report man & nissan engines with profileM Hussam Adeni
- Half of the world's energy is lost to friction, costing an estimated $250 billion annually in the US alone.
- Boron CLS Bond Technology can dramatically reduce friction and related costs in engines. It reduces friction by up to 80% and friction heat by 40-50%, improving fuel efficiency by up to 20%.
- Tests on buses in the Philippines found the Boron treatment reduced emissions by 60-80% and improved fuel economy by 9.4-19.9%.
This presentation will explain the importance of used oil analysis. If you want to cut the cost, don't try to use cheap product but try to extend premium lubricant by monitoring with lubricant analysis.
Sarno Simone, Polichem an Almirall Company - Minitab e Design of Experiments ...GMSL S.r.l.
This document discusses using Design of Experiments (DoE) and Minitab software to optimize a topical drug formulation. It describes:
1. Conducting a screening DoE to evaluate 24 prototype formulations varying the emulsion type, pH, API percentage, and aeration. Statistical analysis identified the best performing levels.
2. A second DoE optimized the lead emulsion type by varying excipient percentages, API level, and antioxidant amount. Skin permeation studies on 11 formulations found API absorption depended on its concentration and the presence of a buffer.
3. Overall results identified the best formulation as having 5% emollient, 10% API, and 0.1% antioxidant without a buffer. Next steps
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2. SUMMARY
Purpose
This report documents the analysis of data from a field test run jointly between Fleetguard and a major
trucking fleet in North America from April 1997 to early 1999. The test generated large amounts of oil
analysis data from three different lube filters, of low medium and high efficiency, running extended change
intervals on extended oil drains. The analysis of the data was done to determine if oil analysis alone is a
good indicator of filter performance and engine wear protection levels provided by lube filters.
The purpose of this report is to document the analysis of the data from the above described field test
and determine if oil analysis alone is a good indicator of filter performance and engine wear protection
provided by a lube filter. Oftentimes, oil analysis is considered a sure-fire means of predicting the
level of protection a filter is providing to an engine. If oil analysis were indeed a good predictor of
engine wear protection a filter provides, analysis results would provide a means of comparing
different filters and theirperformance in the field. This report attempts to determine if oil analysis is or
is not a good tool to use for these filter comparisons.
Conclusion
Results show that the oil analysis data from the filters in the field test were deemed statistically
equal. Because the oil analysis data from the filters were deemed statistically equal, oil analysis
data alone is not an acceptable means of comparing filter performance.
Field Evaluation Background/Purpose
In April of 1997, a major North American trucking fleet and a major oil company started a joint test with
Fleetguard. The original purpose of the test was to evaluate the effects of extended service intervals
on the oil and the structural durability of the filters and the engines. However, the data generated
proved to be useful in determining if oil analysis could truly differentiate filter performance. The test was
completed in early 1999.
The test was comprised of two parts:
• First, the oil company was evaluating extended oil drain intervals. The drain intervals were
extended out to 100,000 miles and beyond. Make-up oil was added when ever necessary, with a
maximum of 1 gallon at any one given time.
• Second, Fleetguard was evaluating extended service intervals of filters used on heavy duty diesel
engines. The filters were left in service for 50,000 miles on 75 vehicles and 100,000 miles on 8
vehicles. Oil samples were taken from the test vehicles at regular intervals.
Filter Component Information
Three filters were used for these evaluations.
1. High Efficiency - Single element filter, 99% efficient at 10 micron
2. Medium Efficiency - Dual element combination filter, primary element 59% efficient at 10 micron,
bypass element 98% efficient at 10 micron
3. Low Efficiency - Single element filter, 55% efficient at 10 micron
Data Description
The above described field test provided a large quantity of oil analysis data taken from a single fleet of
vehicles which were using three different levels of engine oil filtration. On top of that, some of the vehicles
1
3. which were running the medium efficiency filter were allowed to go for 100,000 miles before the filter was
changed, while the majority of the medium efficiency filters were changed at 50,000 miles. The fleet of
vehicles also was exposed to extended service oil drains where only make up oil was added (the oil was
not drained for 100,000 or more miles). The wear contaminants produced by the engine were never
flushed from the engine, although they were diluted when make up oil was added.
The oil analysis results were made up of Ion Inductively Coupled Plasma results for Aluminum,
Chromium, Copper, Iron, Lead, Tin, Silicon, Sodium, and Potassium. It should be noted that ICP tests
are unable to detect particles larger than 3 micron. Also included in the analysis results were oil vis-
cosity at 100° C and Fourier Transform Infrared results for percent soot and water content.
Hence, this test provided oil analysis results over 200,000 miles in four distinct groups:
• Medium efficiency filter w/100,000 mile changes
• Medium efficiency filter w/50,000 mile changes
• High efficiency filter w/25,000 mile changes
• Low efficiency filter w/25,000 mile changes
Note: The oil analysis data was the only piece of data available when this report was written. There
was no data showing when or how much make-up oil was added to each engine, nor was there any
data detailing the exact change interval that the filters were exposed to.
Data Analysis
To facilitate data analysis, two sets of data were pulled out of the population.
Group 2
Group 1
• Vehicles entered test with ~350,000 miles
• Vehicles entered test with ~250,000 miles
• Vehicles were under test ~200,000 miles
• Vehicles were under test ~175,000 miles
These data sets were made up of 7 & 6 vehicles respectively. The vehicles were equipped with the
following filters.
Group 1 Filters Group 2 Filters
1 - High efficiency changed at 25k miles 1 - High efficiency changed at 25k miles
2 - Low efficiency changed at 25k miles 2 - Low efficiency changed at 25k miles
3 - Low efficiency changed at 25k miles 3 - Medium efficiency changed at 100k miles
4 - Medium efficiency changed at 100k miles 4 - Medium efficiency changed at 100k miles
5 - Medium efficiency changed at 100k miles 5 - Medium efficiency changed at 50k miles
6 - Medium efficiency changed at 50k miles 6 - Medium efficiency changed at 50k miles
7 - Medium efficiency changed at 50k miles
To further facilitate the data analysis process, only a portion of the oil analysis results from each
sample in the data set were examined. The FTIR results for iron, lead & silicon and the viscosity and
soot results were singled out. These were chosen because they were hypothesized to be the best
indicators of oil degradation and engine wear.
At this point, the data sets were plotted for a visual comparison. Each of the variables (Fe, Pb, Si,
Vis@100C and soot ) was plotted separately for each of the two data groups. See Appendix A & B.
Then each of the variables was submitted to statistical analysis. An Analysis of Variance (ANOVA)
was done on each group of data.
2
4. The ANOVA test was used to determine if the means of each of the data sets for each variable was
equal. Equal means (averages) would indicate that differentiating filters may not be possible (based
on oil analysis data). Therefore, oil analysis results would not be an indicator of filter performance and
engine wear protection in field tests. Unequal means would indicate that differentiating filters may be
possible, which may indicate that oil analysis results could be an acceptable means of comparing fil-
ters. Further analysis would then have to be done to determine if a given filter (filtration level) stood
above the rest across all sets of data.
Data Interpretation
ANOVA results can be explained two different ways. The ANOVA test yields two values; the F-statistic
and the P-value.
F-statistic
F-statistic values near 1 indicate the variation between the samples and within the samples are
approximately equal. While F-statistic values well in excess of 1 indicate that there is significantly
more variation between the samples than within the samples. To determine if the sample means are
considered equal, the calculated F-value needs to be lower than the F-critical value. The F-critical
value is determined by the confidence level that at which the ANOVA test is run, the number of sam-
ples and the number of data points in the samples. The F-critical value is 2.25 for a confidence level
of 95%.
P-value
A P-value is described as the observed significance level for a statistical test. To determine if the
sample means are equal, compare the P-value to the alpha for the test. If the P-value is greater than
alpha, the sample means are equal. The test alpha value is 1 minus the confidence level. The alpha
value is .05 for a 95% confidence interval.
Results
The ANOVA tests were run at a confidence interval of 95%. The data sets in both groups of filters,
with the exception of Silicon, passed the ANOVA tests. See figure 1. In the group 1 silicon analysis,
filters 5 & 6 were not uniform with the rest, while in the group 2 silicon analysis, filter 1 was the
deviant outlying filter. See Appendices A & B.
ANOVA Results - 95% Confidence Intervals
Group 1 Group 2
F-value F-critical P-value Alpha F-value F-critical P-value Alpha
Iron 1.16 2.25 0.34 0.05 Iron 1.26 2.25 0.29 0.05
Lead 0.54 2.25 0.78 0.05 Lead 0.95 2.25 0.45 0.05
Silicon 10.02 2.25 0.00 0.05 Silicon 5.88 2.25 0.00 0.05
Viscosity 1.30 2.25 0.27 0.05 Viscosity 0.38 2.25 0.86 0.05
Soot 1.93 2.25 0.09 0.05 Soot 1.19 2.25 0.33 0.05
3
5. Figure 1 - Summarized ANOVA Results
Conclusion
Oil sampling and its related analysis results alone are not an acceptable means of differentiating filter
performance when it is based on field test data. All sample groups passed the ANOVA tests with the
exception of the Silicon sample from both groups 1 & 2. But, the outlying filters, were not the same in
both instances. Therefore, these ANOVA test failures may be due to some unseen or tested variable
unrelated to the filter.
Oil sample analysis may not be an acceptable means of differentiating filters for several reasons:
• Engine wear rates may not be identical - There are too many variables that affect this, filters being
just one of them. This could be due to driver differences and vehicle duty cycles.
• The particle size distributions for the engine wear particles may not be the same for all engines -
Particle size distribution would affect the number of particles passing under the cut point of the filter,
thus causing variations in the oil samples.
• Oil analysis tests such as ICP typically are unable to detect particles larger than 3 micron - The
results of the oil analysis tests will show a limited view of the actual condition of the oil. This is
especially true when engine failure is imminent and wear particles would be large enough to be
caught by a filter.
4
6. Appendix
Boxplots
A boxplot consists of four parts; a box, whiskers, outliers and median mark.
Median - A line is drawn across the box at the median.
Box - The bottom of the box is at the first quartile (Q1), and the top is at the third quartile (Q3) value.
The box encloses all of the values in the middle 50%.
Whiskers - Lines that extend from the top and bottom of the box to the adjacent values. The adjacent
values are the lowest and highest observations that are still inside the region defined by the following
limits:
Lower Limit: Q1 - 1.5 (Q3 - Q1)
Upper Limit: Q3 + 1.5 (Q3 - Q1)
Outliers - Points outside of the lower and upper limits and are plotted with asterisks (*).
Outlier
Upper whisker - Highest
Value within upper limit
Third Quartile Q3
Median
First Quartile Q1
Lower whisker - Lowest
value within lower limit
5
7. Appendix A - Group 1 Graphs
Group 1 - Iron Analysis
Oil Drain Intervals
161k 190k 218k 197k 187k 168k 185k
300
250
200
Fe (ppm)
150
100
50
0
Filter_1 Filter_2 Filter_3 Filter_4 Filter_5 Filter_6 Filter_7
Group 1 - Iron Analysis
(means are indicated by solid circles)
300
200
Fe (ppm)
100
0
Filter_2
Filter_1
Filter_3
Filter_4
Filter_5
Filter_6
Filter_7
6
8. Group 1 - Lead Analysis
Oil Drain Intervals
161k 190k 218k 197k 187k 168k 185k
120
100
80
Pb (ppm)
60
40
20
0
Filter_1 Filter_2 Filter_3 Filter_4 Filter_5 Filter_6 Filter_7
Group 1 - Lead Analysis
(means are indicated by solid circles)
100
90
80
70
60
Pb (ppm)
50
40
30
20
10
0
Filter_2
Filter_1
Filter_4
Filter_5
Filter_6
Filter_7
Filter_3
1 Confidential Test Report
7
9. Group 1 - Silicon Analysis
Oil Drain Intervals
161k 190k 218k 197k 187k 168k 185k
60
50
40
Si (ppm)
30
20
10
0
Filter_1 Filter_2 Filter_3 Filter_4 Filter_5 Filter_6 Filter_7
Group 1 - Silicon Analysis
(means are indicated by solid circles)
60
50
40
Si (ppm)
30
20
10
0
Filter_2
Filter_3
Filter_4
Filter_5
Filter_6
Filter_7
Filter_1
8