[Gasification] Naphthalene Condensate Photos, GAST methodology

Doug doug.williams.nz at gmail.com
Mon Apr 24 03:53:59 CDT 2017

Hi Nico and Colleagues,

Thanks for replying as it always helps to see see where knowledge is 
coming from, and help explain why gasifiers have failed projects across 
their implementation history.At my stage of life, it's about finding the 
missing pieces of information, not using copious amounts of data 
collected from malfunctioning or poorly design gasifiers, although this 
may be important to others.

First up, New Zealand where I live isn't Australia, and you could set 
off WW3 mixing up your Geography. Not sure they teach that anymore(:-)

I'm not know for two line replies, so take your time to take in a word 

However you write it, 2 microns  MP2 is the soot particle size in 
question, and you consider it to be not filterable from oil, even if 
introduced from a gasifier. So what are we talking about, filters for 
the oil or filters for the gas?  The physics of gas particle filtration 
is clearly laid out in  Perry and Chiltons Chemical Engineers Hand Book, 
published by McGraw Hill, and there you will see that , MP2 can be 
removed by granular bed filters.

Smaller sub-micron particles need cooling to the point of moisture 
fogging or misting, so that it condenses on the particle and it drops 
out by precipitation. If we freeze the gas stream to remove all 
moisture, then your gas will become dry and clean. Tom T. shows this at 
Thermagenics, and as Harrie showed in his photo, Naphthalene can also be 
removed. Refrigerated gas cooling still has to be proven for it's use in 
the Worlds differing environments, solving specific problems, but not tar.

Oil will protect the engine in normal clean producer gas operation, "IF" 
oil moisture levels are minimal, normal combustion temperatures are 
maintained, and it stays withing it's viscosity range. That is all most 
manufactures require for reliable engine operation. The oil additive 
package contains anti oxidants to suppress asphalt and resins from 
forming when heated, seen usually on the inside and outside of pistons 
walls and ring grooves, as brown or black deposits. This additive also 
has a second function of being the extreme high pressure boundary 
lubricant, forming an organic metallic skin on the base metal. Unnatural 
engine temperatures quickly deplete the boundary lubricant function and 
metal to metal contact wrecks the engine. In addition to heat oxidation, 
there is also catalytic oxidation caused by trace metals in the oil, 
either one is detectable by Blotter Spot testing.

The second additive is the detergent dispersant or alkalinity of the oil 
(TBN) which keeps the soot in the oil in suspension, preventing it from 
forming larger particles MP15 which drop out as sludge.
If moisture is present in the gas, it rapidly depletes the alkalinity. 
Standard engine oil filters in general have a MP10 porosity membrane 
mainly for the purpose of trapping abrasives down to MP2 where it no 
longer can span the lubrication film. Air filters also reduce 
environmental dust and there are many variations to designs. A Blotter 
Spot will show detergent activity.

The amount of dust or carbon will eventually thicken the oil viscosity 
affecting oil pressure and reduce flows through the filter membrane, so 
a by-pass valve opens and unfiltered oil circulates. Moisture in the gas 
can quickly reduce the alkalinity and it will also carry sub-micron 
carbon soot which will increase the viscosity. The oil companies say you 
can thicken oil by 30% before changing, so how can that MP2 or smaller 
soot be controlled? Many engine makers install a By-Pass filters that 
take a small flow of oil pressure not used by the engine and it passes 
through a dense cellulose medium. The cellulose has an affinity for 
moisture so the TBN is either slower to decline, or stays within usable 
range to prevent acid erosion of the engine metals. These filters 
eventually fill and in changing them, you only discard the dirtiest oil 
in the engine.  Blotter Spot tests show both thickening density and 
moisture, but a Crackle tests will pick up moisture before the blotter 
in most cases.

All of the above is as basic as possible in explanation, compressing oil 
company oil screen testing procedures for used oil. Fluidyne supplied 
By-Pass filters to many truck fleets in New Zealand with support from 
Caltex Oil Laboratories, from 1974-1983 when our manufacturing changed 
over to Gasifiers.

  I see you recommend a 15 year long life oil for gasified engines. 
Before offering such advanced oils for you gasified projects, you should 
see how that affects your engine makers warranties for the equipment you 
hope to supply.

To discuss engine failures needs supportive information as to how they 
failed. The engine maker becomes a victim of bad gas making technology, 
much the same as a good specified fuel gasifier making tar with the 
wrong fuel. We should start another discussion on gasified  engine 
failure, as I have seen a few.

Doug Williams,

On 24/04/17 09:02, Cerni wrote:
hello all Readers,

we can provide syngas analysis over the last 4 years and real life 
  operation data

for that gentleman in Australia inquirying about PM 2 MP 2 this is the 
particulate matter smaller than 2'5 nanometers, we invert letter often 
in latin countries, the correct spell is PM 2 , and it is the  plague of 
european urban centers, whereas PM 10 is easily monitored and can be 
partially prevented, in Stuttgart Germany for example they wash out 
urban roads  every second night, the origin is still heating oil burners 
for residentail heat and of course diesel truck engines emissions, 
Padania plains in N Italy are dramatically affected...... city gas is 
NOT the solution,

as to the CHP cogen engines oil inspection glass, darkening is not only 
a chemical issue my friend, it has very much to do with epytaxial growth 
in hubs and cylinders inner chambers, and no gasifier  filter today can 
get rid of enough PM 2 to avoid this...
how do you measure PM 2???


Inviato da iPad,
Nicolo Cerni
0039 340.830.67.97 pls sms me or skype nico_cerni

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