Economy of fuels and lubricants. The quality of fuels and lubricants and the efficiency of their use

For the rational use of FCM, their quality is of great importance. With a low quality of FCM, their consumption inevitably increases, and the performance of the car deteriorates.

Of great importance in saving the TCM is the condition of the transmission and the aerodynamic qualities and weight of the car. In addition, the presence on-board computers, a large number of gears, the use of fuel injection in gasoline engines significantly reduce fuel consumption.

FCM consumption is determined by the following factors:

• organization of the transport process;
• the use of appropriate FCM, taking into account the design features of the vehicle and its operating conditions;
• technical condition and adjustment of units and mechanisms of the car;
• driver qualification;
• conditions of transportation and storage.

Organization of the transport process

From proper organization transportation depends on the efficiency of the use of vehicles. The degree of use of the carrying capacity of the car is determined by the coefficient y - the ratio of the mass of the transported cargo to the carrying capacity of the car. With an increase in y, the fuel consumption per unit of transport work decreases: an increase in y by 1% reduces the specific fuel consumption by 1.6%. At y = 1, fuel consumption will be minimal.

Fuel consumption per unit of transport work can be reduced by increasing the mileage utilization factor p:

where 5 G is the mileage of the car with the load; 5 - the total mileage of the car.

An increase in the coefficient p by 1% reduces the specific fuel consumption by 1.3%. When using trailers, the specific fuel consumption is reduced by 25-30%.

The use of TCM in accordance with the design

features of the car and its operating conditions

The use of TCM without taking into account the design features of the engine inevitably leads to their overrun. This primarily applies to such indicators of fuel quality as the octane number and fractional composition for gasoline, cetane number and fractional composition for diesel fuels. Thus, operation on gasoline with a heavy fractional composition can increase fuel consumption by up to 70% and increase engine wear by 30-40%.

The use of inappropriate grades of oils leads to an excessive consumption of not only oil, but also fuel: engine oil with a high viscosity leads to an excessive consumption of fuel, with a low viscosity - to an excessive consumption of the oil itself.

Grease with an insufficient dropping point will leak from the friction points.

Use of fuel and oil that do not comply with climatic conditions operation of the car also leads to an overrun of FCM. For example, the work of a truck in winter on summer grades of TCM. Gasoline consumption when driving outside the city on a paved road increases by 3-6%, while driving in urban conditions - by 8-12%.

Technical condition and quality of node regulation

and car mechanisms

Wear parts increase fuel consumption to a lesser extent than poor-quality adjustment. Yes, wear piston-cylinder group to a state in which oil filler neck exhaust gases begin to actively escape, leads to an increase in fuel consumption by 10-12%, and violation of regulations - by 20-25%. Most of all increase fuel consumption incorrect regulation brake mechanisms and wheel hubs, carburetor, incorrect wheel alignment, ignition system malfunctions.

Increasing the rate of gas breakthrough into the crankcase from 15-25 l/min ( new engine) up to 60-100 l/min ( worn engine) increases oil consumption by 2-2.5 times. In table. 4.4 shows the malfunctions of some parts and assemblies that affect the FCM consumption.

Table 4.4. Malfunctions affecting the fuel consumption

The end of the table. 4.4

Malfunction	Increase in FCM consumption, %
Clogged air filter or intake manifold
Clogged crankcase ventilation system
One spark plug does not work in an eight-cylinder engine
The same in the six-cylinder engine
One injector defective
Ignition set 5° later than best
The gap between the contacts of the breaker is incorrectly set
Reduced by 2 times the gap between the electrodes of the spark plugs
Raising the fuel level in the float chamber by 4 mm
Malfunction of the centrifugal automatic ignition advance
Clogging of the air jets of the main dosing system of the carburetor with a decrease bandwidth by 7%

Driver Qualification

The high qualification of a car driver lies in the correct assessment road conditions; maximum use of economical modes of operation; in the use of coasting; in timely gear shifting; in preference to driving in top gear.

Depending on driving technique, fuel consumption can vary by 20-25%. Frequent braking increases fuel consumption, since each time you have to force the engine for the next acceleration, therefore, steady-state driving is preferable. It is important to maintain normal engine thermal conditions, since both overheating and hypothermia of the engine lead to excessive fuel consumption.

High speeds of movement, of course, cause increased fuel consumption, since in this case it is necessary to overcome air resistance, which increases in proportion to the speed of movement. At a truck speed of 70 km/h, traction force on the drive wheels is ten times greater than at a speed of 30 km/h to overcome air resistance, and in order to increase the traction force, additional fuel must be spent.

Empty roof rack passenger car increases fuel consumption by 3-4%. Fuel consumption increases even more when driving with the windows open.

Conditions of transportation and storage of FCM

The fuel evaporates easily and has a high fluidity. In summer, for example, up to 1 kg of gasoline can evaporate through an open barrel cap in 1 hour, and more than 100 kg of fuel can evaporate through an open tank neck in a day.

Gasoline penetrates through very small leaks, through which water and kerosene do not pass. And this can not be seen, since gasoline immediately evaporates. Through the so-called sweating seam 1 m long, up to 2 liters of gasoline are lost per day.

Leakage of FCM in the form of drops at a rate of one drop per second per day will be 4.5 liters. During evaporation, the most valuable oil fractions are lost.

When storing and transporting FCM, the container must be clean. It is not allowed to use containers previously used for storing the lowest grade of petroleum products without flushing.

When filling a tank or reservoir, the drain hose must be lowered below the surface of the fuel level to reduce fuel contact with air and evaporation. When storing gasoline in barrels, they should not be filled under the cork, otherwise gasoline will leak through the thread when the temperature rises.

Gasoline is stored subject to all rules up to 5 years, diesel fuel - up to 6 years, oils of all types - up to 5 years, greases - from 1.5 to 3 years.

Fuel losses in half-filled tanks are 5-6 times greater than in full ones, while gum formation is more intense in half-filled tanks. Non-buried tanks are painted in light colors to reduce their absorption solar energy. Resin formation with an increase in temperature by 10 ° C increases by 2.4-2.8 times, so the tanks must be buried underground.

When draining and filling the tank, 5-7 kg is lost for each ton of gasoline.

To ensure the purity of the fuel, it is necessary to systematically remove sediment from the tank and clean it once a year.

The use of buckets, watering cans, manual grease pumps for FCM increases losses by 12-20 times.

Losses of oil products are normalized.

State Design and Survey
and research institute
civil aviation "Aeroproject"

APPROVED
Deputy Minister
civil aviation
November 1, 1991

INSTRUCTION
FOR THE SERVICE OF FUEL AND LUBRICANTS ON THE AIR
TRANSPORT OF THE RUSSIAN FEDERATION
(NGSM-RF-94)

"Manual on the service of fuel lubricants in the air transport of the Russian
Federation (NGSM-RF) was developed by the State Design and Survey and Research Institute of Civil Aviation "Aeroproject" and is intended for everyone officials air transport (AT), as well as institutions and enterprises of the national economy renting aircraft (AC) and providing supply for them fuels and lubricants(GSM).
The manual on the service of fuel and lubricants defines the main provisions and general rules organizing the work of the fuel and lubricants service to provide fuel and lubricants enterprises, refueling aircraft, operate facilities and equipment, control the quality of fuels and lubricants and special fluids, labor protection and fire safety, train personnel, and improve their skills.
With the entry into force of this Manual, the "Manual on the Service of Fuels and Lubricants in the Civil Aviation of the USSR" (NGSM GA-86), introduced by order - of the Ministry of Civil Aviation dated 12.03.85, becomes invalid. No. 46.

Chapter 1. MAIN PROVISIONS

1.1. Terms and Definitions.

Airport - an enterprise that regularly receives and dispatches passengers, baggage, cargo and mail, organizes and services flights of aircraft (AC) and has an airfield, air terminal and other ground facilities for these purposes, as well as necessary equipment.
PANH airfield - runways (sites). temporary airfields, heliports, specially prepared and equipped for the takeoff and landing of aircraft and intended to perform, as a rule, seasonal work.
Service of fuels and lubricants - a structural subdivision of the airline, which provides the supply of fuels and lubricants, receiving, storing, preparing and issuing them for refueling aircraft and ground equipment in compliance with the rules and requirements of labor protection, fire safety and environmental protection.
Warehouse of fuels and lubricants - a complex of buildings, structures, installations and equipment for receiving, storing and issuing fuels and lubricants for refueling aircraft and special vehicles
Fuels and lubricants (POL) - the general name of fuels, oils, lubricants and special fluids of all brands used in the operation of aviation and ground equipment.
Aviation fuels and lubricants - the general name of fuels, oils, lubricants and special fluids of all brands used in the operation of aviation equipment.
Refueling - a set of works on filling fuel and lubricants tanks of aircraft and ground equipment.
The quality of fuels and lubricants is a combination of properties of fuels and lubricants, which determines the ability of these materials to meet the established requirements in accordance with their intended purpose.
Quality control of fuels and lubricants - determination of the value of fuels and lubricants quality indicators by physical and chemical analyzes to establish the compliance of the obtained values ​​with the requirements of GOST or TU for a given product.
Aircraft centralized refueling system (Ts3S) - a complex of structures and technological equipment for supplying fuel from tanks to aircraft tanks using stationary pumps through process pipelines and through filling units.
Occupational safety is the state of working conditions, in which the impact on workers of dangerous and harmful production factors is excluded.
Safety precautions - a system of organizational measures and technical means that prevent the impact on workers of hazardous production factors.
Fire safety is the state of an object, in which, with a specified probability, the possibility of the occurrence and development of a fire and the impact on people of dangerous fire factors are excluded, and the protection of material assets is also ensured.
Industrial sanitation - a system of organizational measures and technical means that prevent or reduce the impact on workers of harmful production factors.
Occupational safety - a system of legislative acts, socio-economic, organizational, technical, hygienic and therapeutic measures and means that ensure safety, health and performance of a person in the process of work.

1.2. accepted abbreviations.

ADP - airfield control tower.
JSC FAGS - Joint-Stock Company "Firma AviaGSM Service".
ATZ - tanker truck.
BPRML - basic calibration and repair metrological laboratory.
VLP - spring- summer period.
VS - aircraft.
BEHIND - filling unit CZS systems.
ICT is an indicator of quality, fuel.
Checkpoint - checkpoint.
KR - overhaul.
MZ - oil tanker.
MCC - local qualification commission.
NSI - non-standardized measuring instruments.
NTD - normative and technical documentation.
SNP - waste oil products.
OZP - autumn-winter period.
PANH - the use of aviation in the national economy.
PVK-Zh - anti-water crystallization liquid.
PDSP - production and dispatching service of the enterprise.
RNP - concern "Rosnefteprodukt".
SI - measuring instruments.
SNO - means of ground support.
SR - medium repair.
SST - airport special transport service.
TO - maintenance.

Engineer, fuel and lubricants technician of the highest qualification (junior engineer)

at least a year

Higher, secondary technical (not according to the profile of work)

Engineer, technician

at least a year

1.5.2.12. After being hired by the fuel and lubricants laboratory of an airline company for the position of engineer-head of the laboratory, the employee must undergo training (internship):
- for the fuels and lubricants laboratory and the class in the base or class of the fuels and lubricants laboratory of its association BT;
- for the fuel and lubricants laboratory of the class in the basic fuel and lubricants laboratory of its association VT;
- for the basic laboratory of fuels and lubricants in the basic laboratory of fuels and lubricants of any association of BT, which has similar working conditions.
Based on the results of the training, the commission of the airline in which the internship is carried out evaluates the level of preparedness of the employee and the possibility of his work as the head of the fuel and lubricants laboratory and draws up an act in the form given in Appendix 5.
1.5.2.13. After the employee works at the workplace in his airline under the supervision of the head of the fuel and lubricants service during the probationary period, with positive results, upon presentation by the head of the fuel and lubricants service, by order of the head of the enterprise, his admission to independent work.
1.5.2.14. A candidate for the position of a laboratory technician in terms of qualification requirements must have the following experience in quality control.

laboratory technician

The level of education	Qualification	Duration of the internship	Minimum probationary period
Higher, secondary special (according to the profile of work)	Engineer, junior engineer, technician
Secondary technical (not according to the profile of work) secondary education	Engineer, technician without qualification

1.5.2.15. After being hired by the airline's fuel and lubricants laboratory as a laboratory technician, an employee must undergo training in order to acquire the necessary theoretical and practical skills. Regardless of the level of education and specialization of the employee, his training covers the following stages:
- on-the-job training under the guidance of the head of the laboratory or an experienced laboratory technician allocated for this (no more than 2-3 weeks);
- internship in a superior fuel and lubricants laboratory, with positive results of the first stage. Based on the results of the training, the commission of the airline that conducts the internship evaluates the level of preparedness of the employee and the possibility of his work as a laboratory technician and draws up an act in the form of Appendix 5;
- work of an employee at the workplace under the supervision of a dedicated employee of the fuel and lubricants service during the probationary period.
To provide methodological assistance in organizing training and improving vocational training for personnel of the fuel and lubricants laboratory, Appendix 6 shows a typical training program for laboratory technicians.
1.5.2.16. If the results of training of laboratory technicians are positive, on the recommendation of the head of the service, the commission checks knowledge and draws up a protocol.
1.5.2.17. Positions and names of laboratory technicians admitted to self-fulfillment analyzes and having the right to sign quality passports for aviation fuels and lubricants, are announced by order of the head of the airline.
1.5.2.18. Prolongation of admission of a laboratory technician to self-conduct analysis of aviation fuels and lubricants is carried out after a second internship, which is carried out at least 1 time in 2 years.
The extension of the admission of the head of the laboratory, class to independent analysis of aviation fuels and lubricants is carried out by the ambassador of repeated internship 1 time in 3-5 years at special courses, training camps, or, if necessary, in the base laboratory of fuels and lubricants.
Prolongation of admission to the heads of basic laboratories of fuels and lubricants is carried out every two years after they have completed training at special courses or training camps.
1.5.2.19. In the process of work, depending on the level of professional training, qualifications and work experience, laboratory technicians can be assigned the second or first category.
The assignment of the category is carried out by the MCC of the airline on the proposal of the head of the fuel and lubricants service.
The ICC checks the knowledge of materials from laboratory technicians, taking into account the results of the employee's training at special courses, training camps, and individual internships. When assessing the level of professional training, it is imperative to take into account the results of analyzes performed by an employee when reconciling the reproducibility of control samples of aviation fuels and lubricants.

Certification and admission to the work of aviation technicians for fuel and lubricants

1.5.2.20. To work as an aviation technician for fuel and lubricants, you need to know:
- requirements of the main regulatory documents; tasks, organization of the work of the fuel and lubricants service; organization of preparation, procedure for the use and quality control of fuels and lubricants; rules for receiving fuel and lubricants, accounting, procedures for maintaining documentation; the procedure for organizing and conducting aircraft refueling; rules for the operation, maintenance and repair of technological equipment and facilities of fuel and lubricant facilities; labor protection and fire safety rules, job description.
1.5.2.21. Aviation technicians for fuel and lubricants, depending on the qualifications received at the educational institution, level special training the complexity of the work performed and the work experience are assigned the 3rd, 4th and 5th categories.
The main qualification requirements for aviation technicians for fuel and lubricants are given in Appendix 3.
1.5.2.22. Admission to work for EATK graduates who have completed internships at this enterprise is made by order of the head of the airline, on the proposal of the head of the fuel and lubricants service.
1.5.2.23. Admission to work as an aviation technician for fuel and lubricants of EATK graduates who have not had an internship at this enterprise is made after an internship in the fuel and lubricants service for at least 1 month, and testing the knowledge of the IWC. Based on the submission of the head of the service and the act of the IWC (Appendix 7), an order is issued by the head of the airline on admission to work with the assignment of a category corresponding to the knowledge and skills shown in the work and the complexity of the work performed.
1.5.2.24. Persons with a secondary education or secondary specialized education not in the GA profile are allowed to work in the position of aviation technician of the fuel and lubricants service, after completing the initial training and internship for a period of at least 2 months in the fuel and lubricants service, checking their knowledge of the ICRC, upon presentation by the head of the service and order : the head of the enterprise on admission to work.
1.5.2.25. Qualification "Aviation engineer for fuel and lubricants category" is assigned to:
- persons who have graduated from the EATK stage or the GA school in the fuel and lubricants profile;
- persons with secondary and secondary specialized education not in the fuel and lubricants profile after training and internship in the fuel and lubricants service.
1.5.2.26. Qualification "Aviation technician in fuels and lubricants of the IV category is assigned to persons who have graduated from the 1st stage of the EATK in the profile of fuels and lubricants or other secondary specialized educational institutions, who have worked for at least 2 years as an aircraft engineer of the category, who have a positive attestation.
1.5.2.27. The qualification "Aircraft technician in fuels and lubricants of the V category" is assigned to persons who have completed the EATK stage in the fuel and lubricants profile, as well as to persons who have graduated from the EATK stage and other secondary educational institutions, who have worked in the fuel and lubricants service for at least 2 years as a technician of the V category, having a positive attestation.
1.5.2.28. The heads of aviation enterprises are granted the right to advance the rank of aviation technicians of the fuel and lubricants service ahead of schedule, performing high-quality production tasks.
1.5.2.29. In case of failure official duties it is possible to reduce the category of specialists by one step.
1.5.2.30. Raising or lowering the rank (category) of specialists is carried out on the proposal of the head of the fuel and lubricants service in the presence of an act of the IWC on testing knowledge and is issued by order of the head of the airline.

TO category:

Automotive performance materials

-

The quality of fuels and lubricants and the efficiency of their use

One of the main reserves for improving the reliability and efficiency of vehicles is the use of fuels, lubricants and special fluids High Quality. The quality of FCM and LCL must meet the requirements for them by the rolling stock road transport and the conditions of its operation. The quality of FCM is understood as the totality of their physicochemical, motor and operational properties. The degree of suitability of FCM and coolant is determined by the level of their quality.

The level of quality of FCM and SL should be understood as a quantitative assessment of the degree of satisfaction with consumer requirements. However, the quantitative expression of these requirements has an optimum. The optimal level of product quality should be understood as such a level at which the requirements of the consumer are met to the maximum at the minimum cost for its production and consumption (Fig. 1). The optimal level is found both for the totality of all properties included in the concept of quality, and for the individual most important properties. The quality level of FCM and SF is formed taking into account the requirements of the consumer, technical capabilities and costs in the oil refining industry, the economic effect of their use in the national economy. A modern assessment of the national economic effect should be carried out taking into account the cost recovery in their production and later in the operation of equipment.

Rice. 1. Dependence of costs on the level of product quality: 1 - manufacturing costs; 2 - satrates during operation; H - total costs

So, for example, the main indicator of the quality of gasoline, providing greatest influence on the efficiency of the engine, is its detonation resistance. Increasing the octane number of gasoline by 10 units. allows to reduce its specific consumption during engine operation by 5…8%. However, an increase in the octane number will require deepening of oil refining processes, which is associated with both additional costs and increased consumption oil fractions. In this regard, in order to ensure the optimal effect at the national economic level, the requirements for octane numbers of gasoline are somewhat reduced with a simultaneous decrease in the nominal performance of engines.

In autotractor engines, liquid and gaseous fuels are used. The fuel of these types, depending on the raw material from which it is obtained, can be of oil and non-oil origin. Liquid fuels (gasoline and diesel) are obtained from oil by direct distillation or by a cracking process.

Gaseous fuels, both natural and artificial, obtained by gasification of solid fuels or by other methods, are used in automobile and tractor engines in a liquefied and compressed state. Liquefied gas fuels include gases capable of relatively low pressures(up to 2 MPa) and normal temperature (20°C) become liquid. Compressed gases at normal temperature do not become liquid even at high pressure(up to 20 MPa), so they are used in the gaseous state.

The extended use of gaseous fuels is due to their advantages:

• lower cost
• the ability to mix well
• complete combustion in cylinders
• lack of dilution of engine oil

Automobile gasolines for carburetor engines must meet the following requirements:

• have high carburetion and anti-knock properties
• give a minimum amount of soot
• not cause corrosion
• have high storage stability

Commercial grades of gasoline are obtained by mixing distillates of direct distillation gasoline and thermal cracking, to which motor benzene, alkylbenzene, catalytic cracking gasoline, technical isooctane, etc. are added to increase their antiknock resistance. From the point of view of antiknock resistance, aromatic hydrocarbons are most desirable in gasoline, however, at combustion, they form carcinogens, in particular, 3,4 benzpyrene. Therefore, according to European Union standards, the content of aromatic hydrocarbons in gasoline should not exceed 10%.

Previously, according to GOST 208467, gasoline was produced in the following grades: A-76, AI-93 and AI-98. For the first of these brands, the octane number was determined by the motor method, and for the next two, by the research method. Now, for unleaded gasoline, depending on the octane number determined by the research method, the following brands of gasoline are established: Normal-80, Regular-92, Premium-95 and Super-98. The octane number of these gasolines, determined by the motor method, is 76 - 83 - 85 - 88, respectively. The standard allows the use of manganese antiknock agents for these gasolines.

Diesel engines have a lower specific effective fuel consumption - 170 ... 180 g / hp compared to carburetor - 220 ... 250 g / hp due to a higher compression ratio. At the end of compression, when the pressure is 30 - 35 atm and the temperature is 500 ... 550 ° C, 15 ... 25 ° before TDC, fuel injection begins and 6 ... 10 ° after TDC ends, which burns out, ensuring engine operation.

Diesel fuel must meet the following performance requirements:

• have good low-temperature properties, do not contain mechanical impurities and water
• provide good mixture formation and evaporation, for which it has an optimal viscosity and fractional composition
• have good flammability, i.e. provide easy start, soft engine operation and complete smokeless combustion, which depends on viscosity, chemical and fractional composition
• do not cause soot and varnish formation
• do not contain corrosive products

Diesel fuels are obtained by mixing mainly three direct distillates: kerosene, gas oil and partially solar oil, with the addition of catalytic cracking elements. Depending on the required variety diesel fuel change the proportion when mixing the components. For example, solar distillate is added only to summer diesel fuel, while Arctic diesel fuel consists almost entirely of kerosene distillate.

Automotive diesel fuel is produced in three grades:

• L (summer), used at an ambient temperature of 273 K (0 ° C) and above
• Z (winter) - for operation at a temperature of 253 K (-20 ° C) and above
• A (arctic), used at temperatures of 223 K (-50 ° C) and above

Lubricants for vehicles

To ensure reliable lubrication and long work mechanisms, additives are introduced into the oils that improve the performance of the oils. Additives are organometallic and other complex chemical compounds. They are classified according to the functions they perform in oil.

Engine oils

Classification engine oils in accordance with GOST 17479-72 provides for their release with a viscosity of 6 to 20 cSt at 100 ° C with an interval of 2 cSt. According to the performance properties, oils are divided into six groups (A, B, C, D, E, E), which differ in the amount and effectiveness of the introduced additives. Therefore, the mark indicates the value kinematic viscosity at 100°C and a letter that allows you to choose oil for engines of various degrees of heat stress.

Group A oils do not contain additives and are not currently available. Up to 5% additives were introduced into oils of group B and they were used in low-powered carburetor engines of old brands.

Oils of group B are intended for operation in medium-powered engines and contain up to 8% of additives, and oils of group D for forced engines contain up to 14% of additives.

Oils of groups B, C, D are divided into 2 subgroups:

• 1 - for carburetor engines
• 2 - for diesels

These indices are indicated in the brand. Group D oils are intended for the operation of heat-stressed supercharged engines.

Group E oils are intended for low-speed stationary diesel engines and are not used in agriculture.

The letter M in the oil label indicates that the oil is motor oil. For example, M-4z/8V2 motor oil, viscosity class 4, has a viscosity of 8 cSt at 100°C, contains a thickening additive and is intended for medium-powered engines.

In winter, oils with a viscosity of 8 cSt are used, and in summer - 10 cSt. For medium boosted engines trucks M-8V1 and M-10V oils are used. For highly accelerated car engines, M-8G1 and M-10G1 oils are used.

Oil M-8V2 and M-10V2 is used for medium-powered engines of tractors of obsolete brands. For engines of tractors K-700, K-701, T-150K and DT-175S, only oils of the G group - M-8G2 and M-10G2 are used.

For KAMAZ vehicles, oil M-8G2k and M-10G2k is intended, which have improved detergent-dispersant, viscosity-temperature properties and a lower ash content compared to other oils of group G. This oil is also recommended for use for tractors K-700 and K-701 .

To ensure the operation of highly accelerated supercharged diesel engines, M-10Dm oil is produced in a limited amount, which has improved detergent and antioxidant properties.

MS-14, MS-20, and MK-22 oils are used in reciprocating aircraft engines, and the number in their marking indicates the viscosity in cSt at 100°C. These oils can be used in highly accelerated tractor engines.

The following designation of oils for engines for various purposes has been adopted. It consists of groups of characters:

• first letter M (motor)
• the second - numbers characterizing the class of kinematic viscosity
• the third - capital letters (A, B, C, D, D, E), indicating belonging to a group of oils according to performance properties

Oils of different groups differ in efficiency and content of additives.

Index 1 is indicated in brands of oils intended for carburetor engines, and index 2 for diesel engines. . Oils belonging to different groups have a double designation, in which the first letter characterizes the quality of the oil when used in diesel engines, and the second - in carburetor engines.

Designation examples:
M - 8 - B where M - engine oil; 8 - viscosity at 100 °C, mm2/s; B1 - for medium-forced carburetor engines;
M - 61/10 - Gb where 6 is the viscosity class, for which the viscosity at 255 K (-18 ° C) is up to 10400 mm2 / s; h (in the index) - the presence of a thickening (viscous) additive, as a result of which the oil can be used as both winter and all-season; 10 - viscosity at 373 K (100 °C); T - for highly accelerated carburetor engines.

Gear oils

Transmission oils are used to lubricate the units and transmission mechanisms of tractors, cars and other machines.

Gear oils are divided into four classes according to viscosity (9, 12, 18 and 34), and according to operational properties - into five groups (1 ... 5) and are labeled as follows:

• TM - gear oil
• the first digit is the oil group
• the second is the kinematic viscosity class

Designation example: ТМ-5-123(рк), where ТМ is gear oil; 5 - the presence of an anti-seize highly effective additive of multifunctional action; 12 - viscosity class (1100 ... 1399 mm2 / s); h - the presence of a thickening additive; pk - has working-preservation properties.

Greases are greasy products consisting of mineral or synthetic oil (base), thickener, filler, stabilizer and additives.

Technical fluids

Water and low-freezing liquids (antifreezes) are used as coolants in autotractor engines.

Antifreeze is a mixture of ethylene glycol ( dihydric alcohol) with water and anti-corrosion additive. The industry produces antifreeze grades 40 and 65. These antifreezes are designed for operation of engines in the cold season at temperatures up to 233 ... 208 K (- 40 ... - 65 ° C).

Low-freezing liquid "Tosol" is intended for all-weather use in engines of passenger cars (VAZ, GAZ, etc.) and trucks (ZIL-4331, KamAZ) cars, K-701 tractors. Three brands of this liquid are produced: AM, A-40 and A-65. "Tosol" brand AM is a concentrate, diluting which by 50% with distilled water produces antifreeze with a pour point of 238 K (-35 ° C). With an appropriate dilution of "Tosol" grade AM with distilled water, grade A-40 is obtained with a freezing point of 233 K (-40 ° C) or A-65 with a freezing point of 208 K (-65 ° C).

Brake fluids are designed for use in hydraulic drive brakes and clutches for cars and trucks. Released several brands brake fluids, for example: BSK, GTZH-22M, GTZHA-2 ("Neva"), "Tom" and "Rosa".

INTRODUCTION

1. FUEL. PERFORMANCE AND APPLICATIONS

1.1 Fuels, properties and combustion

1.2 General information about oil and receiving oil products

1.3 Performance properties and use of motor gasoline

2. HYDRAULIC OILS

3. INDUSTRIAL CENTRIFUGES AND DECANTER SYSTEMS

4. OIL CENTRIFUGE SYSTEMS

5. SYSTEMS FOR THE PROCESSING OF OIL SLUDGE AND OIL-CONTAINING SOILS

6. OIL CLEANING STATION SO 6.1-50-25/5 ME-200

7. USED OILS (WORKING)

LIST OF USED LITERATURE

Fuel and lubricants are widely used in all sectors of the national economy. One of the main consumers of petroleum products produced in the country is Agriculture, equipped big amount tractors, cars, combines and other agricultural machines.

The main goal of studying the discipline "Fuel and Lubricants" is to acquire knowledge about the operational properties, quantity and rational use of fuel, oils, lubricants and special liquids in tractors, cars and agricultural machinery.

It should always be remembered that one of the main types of expenses in the operation of tractors and cars is the cost of fuel and lubricants. The quality of the fuels and lubricants used must correspond to the characteristics of the machines. Incorrectly selected fuel and lubricants lead to excessive consumption of petroleum products, and most importantly, reduce the durability, reliability, and efficiency of machines and mechanisms, and sometimes lead to emergency breakdowns.

According to the physical state, the fuel is liquid, solid and gaseous. Each of them can be natural (oil, black and brown coals, peat, shale, natural gas) and artificial (gasoline, diesel fuel, coke, semi-coke, charcoal, generator gas, liquefied gas, etc.). Used in agricultural production different types fuel, but in machines equipped with internal combustion engines, liquid fuel is the main one.

Fuel consists of combustible and non-combustible parts. The combustible part of the fuel consists of various organic compounds, which include carbon (C), hydrogen (H), oxygen (O), sulfur (S).

Carbon (C) and hydrogen (H) release a large amount of heat when burned. Small amounts of sulfur (S) are present in the fuel, which form sulfur oxides during combustion, which cause severe corrosion, and therefore is an undesirable component. In the form of internal ballast, oxygen (O) and nitrogen (N) are contained in small quantities.

The inorganic part of the fuel consists of water (W) and mineral impurities (M), which, when burned, form ash (A).

The thermal value of fuel is estimated by its heat of combustion, which can be higher (Qv) or lower (Qн).

The specific heat of combustion of solid and liquid fuels is the heat released during the complete combustion of one kg of fuel mass.

Calculate the heat of combustion (kJ / kg), usually according to the formula D.I. Mendeleev:

Higher: Qv \u003d 339C + 1256H - 109 (O-S);

Inferior; Qн = Qв - 25 (9Н + W)

The elemental composition of the fuel is expressed as a percentage, the numerical coefficients show the heat of combustion of individual elements divided by 100. The subtracted 25(9H + W) is the amount of heat spent on the conversion of fuel moisture into steam and carried into the atmosphere with combustion products.

Combustion is a chemical reaction of oxidation of fuel with oxygen, air, accompanied by the release of heat and sharp rise temperature. The combustion process is very complex, chemical reactions in it are accompanied by physical phenomena, such as mixing of fuel and air, diffusion, heat transfer, etc.

Most of the fuel and lubricants are produced from oil. Depending on the physical and chemical properties of oil, the most rational direction of its processing is chosen. The properties of the obtained oil products depend on the chemical composition of the oil and the methods of its processing.

Oil contains three main classes of hydrocarbons: paraffinic, naphthenic and aromatic. When studying modern ways obtaining fuel and oils from oil, it is necessary to understand that the methods of obtaining gasoline can be physical and chemical, oils and diesel fuel - only physical. With physical methods, the hydrocarbon composition of oil is not disturbed, but only various distillates are separated by boiling points. With chemical methods, the hydrocarbon composition changes and new hydrocarbons are formed, which were not in the feedstock.

Responsible and important part in obtaining fuel is the purification of petroleum products. The purpose of purification is to remove harmful impurities from the distillate (sulfur and nitrogen compounds, resinous substances, organic acids, etc.), and sometimes undesirable hydrocarbons, unsaturated, polycyclic, etc.). There are different cleaning methods - sulfuric acid, hydrogenation selective treatment with adsorbents, etc.

One of the main requirements for gasoline is its knock resistance. The speed of propagation of the flame front during normal combustion of fuel is 25 - 35 m/s. Under certain conditions, combustion can turn into explosive, in which the flame front propagates at a speed of 1500 - 2500 m / s. In this case, detonation waves are formed, which are repeatedly reflected from the walls of the cylinder.

During detonation, sharp ringing metallic knocks appear in the engine, engine shaking, black smoke and yellow flames are periodically observed in the exhaust gases;

Engine power drops, its parts overheat. As a result of overheating, increased wear parts, cracks appear, pistons and valves burn out.

The knock resistance of gasoline is estimated by a conventional unit called the octane number, which is determined by two methods: motor and research. These methods differ only in engine load modes when assessing knock resistance.

Determine the octane number on a single cylinder engine installation with a variable compression ratio of the engine by comparing the tested gasoline with the reference fuel at the same intensity of their detonations. The reference fuel is a mixture of two hydrocarbons of the paraffin series: isooctane (C8H18), whose knock resistance is taken as 100, and normal heptane (C7H16), whose knock resistance is taken as 0.

The octane number is equal to the percentage by volume of isooctane in an artificially prepared mixture with normal heptane, which is equivalent in knock resistance to the tested gasoline.

For various automotive engines select gasoline that provides detonation-free operation in all modes. The higher the compression ratio of the engine, the higher the requirements for the detonation resistance of gasoline, but at the same time the higher the efficiency and the specific powerful engine performance. Effective way increasing the knock resistance of gasoline is the addition of antiknock agents, such as tetraethyl lead, in the form of ethyl liquid. Gasoline to which ethyl liquid is added is called leaded. Some brands of gasoline use manganese anti-knock agents.

The fractional composition is the main indicator of the volatility of motor gasoline, the most important characteristic its qualities; The ease of starting the engine, its warm-up time, throttle response, and others depend on the fractional composition of gasoline. performance indicators engine.

Gasoline is a mixture of hydrocarbons with different volatility. The speed and completeness of the transition of gasoline from a liquid to a vapor state is determined by its chemical composition and is called volatility. Since gasoline is a constant complex mixture of various hydrocarbons, they boil away not at one constant temperature, but over a wide range of temperatures. Automobile gasoline boils away from 30 to 215 °C. The volatility of gasoline is estimated by the temperature limits of its boiling and the boiling temperatures of its individual parts - fractions.

The main fractions are starting, working and trailing. The starting fraction of gasoline is made up of the lightest-boiling hydrocarbons included in the first 10% of the distillate volume. The working fraction is represented by distillates distilled from 10 to 90% of the volume, and the final fraction - from 90% of the volume to the end of the boiling of gasoline. The fractional composition of gasoline is normalized by five characteristic points: the temperature and the beginning of distillation (for summer gasoline), the distillation temperatures of 10, 50 and 90%, the final boiling point of gasoline, or the evaporation volume at 70.100 and 180 ° C.

In accordance with GOST 2084-77, summer motor gasoline must have distillation start temperatures of at least 35 °C, and 10% of gasoline must be distilled at a temperature not exceeding 70 °C. For winter-type gasoline, the distillation start temperature is not standardized, and 10% of gasoline must be distilled at a temperature not exceeding 55 ° C. Due to this, commercial summer-type gasoline produced ensures the start of a cold engine at an ambient temperature above 10 ° C; in the hot summer period, they do not form vapor locks. Winter-type gasoline makes it possible to start the engine at an air temperature of -26 ° C, -28 ° C, the appearance of vapor locks in the engine power system under these conditions is practically excluded.

For the working fraction (the volume of distillates is from 10 to 90%), it is normalized by the distillation temperature of 50% of gasoline, which characterizes the warm-up rate and engine acceleration.

The throttle response of an engine is its ability, when warm under load, to quickly switch from low speed to high speed with a sharp opening of the throttle.

The distillation temperature of 50% fuel for commercial gasoline of the summer type must be at least 115 ° C, and for the winter type - 100 ° C.

The distillation temperature of 90% and the end of the boiling of gasoline characterize the completeness of evaporation of gasoline and its tendency to carbon formation. The distillation temperature of 90% of the fuel for motor gasoline of the summer type should not exceed 180 °C, and that of the winter one 160 °C.

One of the main properties that determine the volatility of gasoline is its saturated vapor pressure. The more hydrocarbons with a low boiling point in gasoline, the higher its volatility, saturated vapor pressure and tendency to form vapor locks. The appearance of vapor locks in the engine power system leads to interruptions in operation and its spontaneous stop.

The currently produced motor gasoline has a saturated vapor pressure of 35 - 100 kPa.

In gasoline engines equipped with electronic system injection, a more uniform distribution of fuel over the cylinders is ensured, so they have an advantage over carburetor ones: they are more economical, less exhaust gas toxicity, better dynamism.

For automobile engines, according to GOST 2084-77, gasoline of the following grades is produced: A-76, AI-91, AI-93, AI-95, and according to TU38.401-58-122-95 - AI-98. The letter A means that gasoline is automobile, the number in the brand A-76 is the value of the octane number determined by motor method. The letter And for gasoline AI-91, AI-93, AI-95 and AI-98 followed by a number means the octane number determined by the research method. This gasoline can be either leaded or unleaded. It does not meet accepted international standards, especially in terms of environmental requirements. In order to improve the quality of gasoline to the level of European standards, GOST R 51105-97 was developed, which provides for the production of unleaded gasoline of the following grades: Normal-80, Regular-91, Premium-95 and Super-98. Their octane numbers are determined by the research method. For these grades, the mass fraction of sulfur is reduced to 0.05% and the volumetric mass of benzene is reduced to 5%. Gasoline "Premium-95" and "Super-98" fully meet European requirements and are intended mainly for imported cars. In order to provide large cities and other regions with a high density of road transport with environmentally friendly fuel, the production of unleaded gasoline with improved environmental performance is envisaged. Gasoline "Urban" and "YarMarka" is produced.

working fluid for hydraulic systems and hydromechanical transmissions of tractors, automobiles and agricultural machines are easily mobile and practically incompressible liquids - hydraulic oils. They work in very difficult conditions, their temperature varies from +70 to -40 °C, pressure reaches 10 MPa. Viscosity classes (5, 7,10,15, 22, 32) are set depending on the values ​​of kinematic viscosity in cSt. According to their operational properties, hydraulic oils are divided into groups A, B, C. Oils of group A without additives are intended for hydraulic systems with gear and piston pumps operating at pressures up to 15 MPa; group B oils are prepared with antioxidant and anti-corrosion additives for hydraulic systems with pumps of all types operating at pressures up to 25 MPa; group B oils are prepared with antioxidant, anticorrosive and extreme pressure additives for hydraulic systems with pumps of all types operating at pressures above 25 MPa.

The following brands are produced hydraulic oils: oil, spindle AU(MG-22-A); hydraulic oil AUP (MG - 22 - B); hydraulic oil VMGZ (M - 15 - V). For hydromechanical transmissions of automobiles, three grades of oils are produced: oil grade "A", oil grade "P" and MGT.

Constantly tightening environmental requirements and rising costs for the disposal of production waste necessitate the use of mechanical separation systems for oil producing, oil refineries and drilling platforms. CJSC PKF "PromKhim-Sfera" supplies ready-to-connect systems for the treatment of oil sludge, drilling fluids, crude oil, etc., meeting all necessary requirements: small volume and weight, low operating costs, wide performance range. Systems are designed to order in order to best meet the requirements of the customer and the operating conditions at a particular facility. Applications in oil refining and oilfields:

processing of oil sludge, drilling fluids;

removal of oil from field and Wastewater;

removal of water from crude oil;

purification of machine and hydraulic oil;

separation of drilling fluids;

separation of small fractions of catalysts

The first industrial centrifuge was used for the purification and dehydration of petroleum products as early as 1907. Today, thousands of centrifuges around the world provide reliable and economical purification of both petroleum products and oil-contaminated water, as well as the treatment of oil sludge. Manufacturing program company includes centrifugal separators, decanters and technological systems based on them. Thanks to further development tried and tested solutions along with the development of new, innovative technologies, found options for using centrifugal technology in the following areas:

Complex modular plants are becoming more and more popular in the industry and the company is ready to offer its services in the creation and automation of production facilities related to separation technology. We offer technological modules, including complete technological lines for all industries: food, chemical, pharmaceutical, oil, as well as in the field of environmental protection.

In the first place is the efficiency of separating systems-separators for separating liquid-solid fractions. We offer a series of centrifugation systems that meet the requirements of the oil industry for drilling and production platforms, refineries and tank farms. Features of centrifugation systems include: inclusion in the existing technological process, auto mode work that does not require supervision; quick adjustment of machine parameters to changing product quality indicators and process conditions; reduction in the consumption of chemical reagents; simultaneous oil/water/sludge separation; light weight and compact design; low cost installation; short commissioning phase; simple and safe operation. Such systems are built around efficient, self-cleaning pan centrifuges designed to separate oil, water and sludge.

For increased throughput and redundancy functions, systems consisting of two or more industrial centrifuges can be supplied ( parallel circuit work). Centrifuge systems can be used to treat field and drainage waters and to separate water from crude oil. The transition from one process to another is simple and takes little time. The layout of the centrifugation system depends on the requirements of the customer, for example: - environmental conditions, such as t0C air, hazardous area classification; - weight and dimensions; -qualitative indicators product, such as concentration of salt, solids, oil. These systems were developed in response to the oil industry's demand for lighter, smaller equipment than currently in use.

Solutions in the field of oil sludge processing are built on the basis of high-speed disc separators and horizontal decanter centrifuges that meet all the requirements technical requirements and demonstrate high financial returns. Waste from the oil industry, accumulated over the years in sedimentation tanks and barns, increases the negative impact on the environment. But with proper processing of these wastes, their amount can be minimized, and the recovered oil can be sold at a profit.

For the disposal of oil sludge, oily wastewater and sediments, we offer complete systems that include a sludge intake device, with the help of which oil sludge is taken from a certain depth. The sludge pump is mounted on a pontoon that floats on the surface of the pond. When the surface is highly weathered and high content paraffins and asphaltenes to liquefy the sludge in the intake area, if necessary, use prefabricated registers heated by steam. Collected in this way, it is then processed as trap oil, that is, it is first heated with the addition of demulsifiers and flocculants to it, and then it is separated into three phases: oil, water and solid sediment.

The oil treatment station is designed to store stock mineral oil, cleaning it by repeated filtration and supply of purified oil to hydraulic systems.

We represent the whole range of equipment for the recovery and regeneration of any type of waste oil - transformer, hydraulic, transmission, diesel, turbine, industrial and others.

Used oils can not only be converted into inexpensive and cost-effective heat, but can also be practically returned to its full commercial value. New technologies for drying, degassing, cleaning, separating, filtering oils make it possible to really make a profit from waste raw materials that no one needs.

In Russia and the world, a huge amount of waste oil waste and oil waste is continuously generated. The prices for the removal and disposal of mining regularly grow strongly, penalties for non-compliance environmental standards and requirements, respectively.

We offer a reliable solution to this problem - the return of waste oil and oil products and oil sludge to commercial circulation, when the business executive not only does not pay for disposal, removal and licensing, but also has the opportunity to reuse waste raw materials. Analogues of our equipment, comprehensively problem solving disposal of waste oil products, currently not. The proposed production uses unique technology purification of oils that do not emit gases, liquid and solid into the environment harmful substances. The equipment is certified by Russian and a number of international certificates. The economic feasibility of production lies in the fact that from 75 to 95% of the target commercial product can be obtained from waste oils.

An extremely simple method has been developed that does not require high qualification of performers, purification and regeneration of used motor oils from mechanical impurities and water with oil clarification due to the removal of aging products, additives, asphaltenes, which are in a finely dispersed state.

During the cleaning process, 90% of resins, asphaltenes, carbenes, carboids are removed from the used oil while sparing the additive base. Mechanical impurities and water are completely removed during the cleaning process with clarification.

Collection, processing and disposal of used oil

technologies for cleaning, recovery and regeneration of waste oils Installations for supersonic ejector cleaning and regeneration of transformer oils SUOK-TM

Installations for cleaning, degassing, drying, regeneration and recovery of used motor, industrial, hydraulic, turbine, compressor oils, degassing, thermal vacuum treatment of oils fine filtration of BAF oils

Mobile installations for cleaning the regeneration of used motor, industrial, hydraulic, transformer, turbine, compressor oils, equipment for preparing oils for combustion

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3. Kuznetsov A.V. Rudobashta S.P. Simonenko A.V. Heat engineering, fuel and lubricants. M.: Kolos, 2001.

4. Kuznetsov A.V. Kulchev M.A. Workshop on fuels and lubricants. Moscow: Agropromizdat, 1987.

5. Fuel, lubricants and technical fluids(Under the editorship of V.M. Shkolnikov). Moscow: Tekhinform, 1999.