1.

Engine cooling water

- Controlling the temperature of internal combustion engine parts to prevent
overheating and to maintain all operating dimensions, clearances, and alignment by
a circulating coolant.

Characteristics of Engine cooling water

o It should be capable of removing about 30% of the heat generated in the
engine, while maintaining optimum working temperature in the engine.
o It should remove heat at a faster rate when engine is hot and remove engine
at slow rate when engine is cold.

Why do we need engine cooling water?

- Because internal combustion engines are very inefficient and generate a vast
amount of heat. This heat causes many issues such as lubricant breakdown,
melting of engine parts, etc. and must be removed.

What are the parameters of engine cooling water?

 Cylinder bore diameter and stroke;
 Volume to surface ratio of the combustion chamber, and engine
compression ratio
 Cylinder liner, piston, exhaust port design, especially the metal surface area
exposed to heat transfer;
 Swirl ratio and in-cylinder turbulence
 The ratio of in-cylinder charge mass (air plus EGR) to fuel mass;
 Fuel injection timing
 Engine speed and load
 Mean piston speed
 Water pump and oil pump power

2. Decimal properties of Heavy Fuel oil

Catalytic fines:
Post the refining process; mechanical catalyst particles (aluminium silicate) remain
in the oil and are not easy to separate. If exceeded in number, this can damage parts
of the fuel system such as an injector, fuel pumps etc. as they have very fine
clearance.
Density:
The “fuel oil density” is an essential factor that indicates the ignition quality of a
fuel and is also used for calculating the amount of fuel oil quantity delivered during
the bunkering procedure.
Kinematic Viscosity:
Viscosity is the resistance within the fluid which acts against the flow.
Calculated Carbon Aromaticity Index (CCAI):
The Calculated Carbon Aromaticity Index (CCAI) is a calculation based on the
density and viscosity of a given fuel.
Flashpoint:
The temperature at which the vapour of the heated fuel ignites is known as the fuel’s
flash point.
Pour point:
The pour point is the temperature below which the fuel ceases to flow.
Sulphur:
Sulphur in the fuel is one of the main factors for sulphur oxide pollution from ships
– a pollutant which is currently under major scrutiny.
Water content:
Water in fuel leads to a decrease in the efficiency of fuel oil and leads to energy
loss.
Carbon residue:
The fuel tends to form carbon deposits on the surface of different parts involved in
the combustion chamber under a high-temperature condition.
 Ash:
The amount of inorganic materials present in the fuel which remain as residue once
the combustion process is over is called ash deposits

Different types of fuel oil:

MGO (Marine gas oil)
Flashpoint:
Pour point:
Ignition point:
Viscosity:
MDO (Marine diesel oil)
Flashpoint: 64°C
Pour point: -30°C
Ignition point: 220°C
Viscosity: one centistoke (cSt) to about 700 cSt at 50°C (122°F)
IFO (Intermediate fuel oil)
Flashpoint: 91°C
Pour point: -10°C
Ignition point:
Viscosity: 3647 centistokes @ 10°C
HFO (Heavy fuel oil)
Flashpoint: above 50 °C (122 °F)
Pour point: 30°C
Ignition point:
Viscosity: above 10 centistokes at 80 °C (176 °F)

3. Flashpoint
o The temperature at which the vapour of the heated fuel ignites is known as the fuel’s
flash point.
Pour point
o the temperature below which the fuel ceases to flow
Ignition point
o the lowest temperature at which a combustible substance in air will ignite and
continue to burn.
 Mariners’ Polytechnic Colleges Foundation of Legazpi City - Albay

Rawis, Legazpi City

INDUSTRIAL CHEMISTRY

(IChem)

Submitted to: Submitted by:

3/E Arjay A. Nerbes Leandrei Jacob T. Gordola