Skip to main content

Homogenizer


 
  •  The homogenizer (Vickers Type: See figure above) provides an alternative solution to the problem of water in high-density fuels. It can be used to emulsify a small percentage for injection into the engine with the fuel. This is in contradiction to the normal aim of removing all water, which in the free state can cause gassing of fuel pumps, corrosion and other problems. 
  • However, experiments in fuel economy have led to the installation of homogenizers on some ships to deal with a deliberate mixture of up to 10% water in fuel. 
  • The homogenizer is fitted in the pipeline between service tank and engine so that the fuel is used immediately.
  • It is suggested that the water in a high-density fuel could be emulsified so that the fuel could be used in the engine, without problems. 
  • A homogenizer could not be used in place of a purifier for diesel fuel, as it does not remove abrasives such as aluminium and silicon, other metallic compounds or ash-forming sodium which damages exhaust valves.
  • The three disc stacks in the rotating carrier of the Vickers type homogenizer are turned at about 1200 rev/min. Their freedom to move radially outwards means that the centrifugal effect throws them hard against the lining tyre of the homogenizer casing.
  • Pressure and the rotating contact break down sludges and water trapped between the discs and tyre, and the general stirring action aids mixing.

Labels:

Comments

Post a Comment

If you have any doubts.Please let me know

Popular posts from this blog

Differences between MC/MC-C and ME/ME-C engines

The electrohydraulic control mechanisms of the ME engine replace the following components of the conventional MC engine: Chain drive for camshaft Camshaft with fuel cams, exhaust cams and indicator cams Fuel pump actuating gear, including roller guides and reversing mechanism Conventional fuel pressure booster and VIT system Exhaust valve actuating gear and roller guides Engine driven starting air distributor Electronic governor with actuator Regulating shaft Engine side control console Mechanical cylinder lubricators. The Engine Control System of the ME engine comprises: Control units Hydraulic power supply unit Hydraulic cylinder units, including: Electronically controlled fuel injection, and Electronically controlled exhaust valve activation Electronically controlled starting air valves Electronically controlled auxiliary blowers Integrated electronic governor functions Tacho system Electronically controlled Alpha lubricators
9 comments
Read more

Main engine interlocks

Interlocks are provided so that the engine can be started or reversed only when certain conditions have been fulfilled. When there is a remote control of engines, it is essential to have interlocks. This reduces the possibility of engine damage and any hazards to the operating personnel. Turning gear Interlock . This device prevents the engine from being started if the Turning gear is engaged. Running Direction Interlock . This prevents the fuel from being supplied if the running direction of the engine does not match the Telegraph. Starting Air Distributor in end position . This prevents starting from taking place if the shifting of the Distributor has not been completed. Main Lube. oil pressure, Piston cooling pressure, Jacket water pressure, and important parameters must be above the required minimum. Auxiliary Blower Interlock . The Auxiliary Blower is provided in case of Constant pressure turbo charging. Air Spring pressure Interlock . In case of the present generation
7 comments
Read more

Why is a man hole door elliptical in shape?

Any opening in a pressure vessel is kept to a minimum and for a man entry an elliptical hole  is lesser in size than the corresponding circular hole. More over it is prime concern to have a  smoothed generous radius at the corners to eliminate stress concentration. Hence other  geometrical shapes like rectangle and square are ruled out.  To compensate for the loss of material in the shell due to opening, a doubler ring has to be  provided around the opening. The thickness of the ring depends on the axis length along the  dirrection in which the stresses are maximum and the thickness of the shell. It is important to  align the minor axis along the length of the vessel, as the stress in this direction is  maximum. Longitudinal stress: Pd/2t where P= pressure inside the vessel, d= diameter of the arc, t=  thickness of the shell plating  Circumferential stress: Pd/4t  More over a considerable material and weight saving is achieved as minor is along the  direction of maximum stress.
20 comments
Read more