Komatsu D375A test report for Canyon Coal Final...“Komatsu D375A trial results Reviewed” in Annexure 2. These results indicate that the dozer used 16.3% less fuel compared to baseline
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Background Opti Innovations conducted a trial on a Komatsu D375A dozer (Fleet no: VUL 006) at Phalanndwa mine in terms of the agreed test protocol attached in Annexure 1. Nature and results of the trial The trial commenced on 24 July 2018 and ended on 11 August 2018 after 223 hours of operation by the said dozer. The baseline litres/hour consumption was determined by calculating the dozer hours worked versus litres consumed for the period January to June 2018 – an average of 75.89 litres/hour. (refer to “Komatsu D375A trial results Reviewed” in Annexure 2). In addition, a baseline emissions and fuel combustion efficiency test was undertaken by Disprotech SA, an independent emissions measuring firm. The results of the baseline test are attached in Annexure 3. Thereafter, on 24 July 2018, all normal fuel was flushed from the dozer’s fuel tank and the said fuel tank was filled with diesel dosed with OptiDiesel, as per the protocol, from a 1000-litre mobile bowser. OptiDiesel requires to be operative in an asset for a minimum of 72 hours, before optimal results can be achieved. It was, thus, decided to allow 81 hours of operation as a run-up period, before the actual trial would commence. Litres consumed and hours worked were recorded daily during the 81-hours run-up period. On 1 August 2018, 81 hours of operation had been achieved. As from 1 August 2018, litres consumed and hours worked using fuel dosed with OptiDiesel were still being recorded on a daily basis. It must be noted that during this period the dozer was moving interburden material exclusively. The results of the trial period from 1 – 11 August 2018 are shown in the “Komatsu D375A trial results Reviewed” in Annexure 2. These results indicate that the dozer used 16.3% less fuel compared to baseline during the trial. A final emissions and fuel combustion efficiency test was undertaken on 12 August 2018 by Disprotech SA – the results of which are attached in Annexure 4. The final test confirmed the following:
• Fuel combustion efficiency improved by 54%. This is determined by calculating the difference between the sum of the measured results of the gases: CO, HC (unburned Hydrocarbons), NO and NO2.
• Diesel Particulate Matter (DPM) measured as Particulate Mass
Concentration (PMC) plus HC in ppm and mg/m3 reduced by 77%. Finally, the cubic metres moved by the dozer during the test trial were also measured to determine the degree of improvement in productivity achieved. Cubic metres moved by the dozer during the previous months (January to June 2018) were approximated from survey results against litres consumed, amounting to an average of 4.28 m3 per litre. During the trail period the dozer achieved 5.03 m3 per litre – an improvement of 17.5% (refer “Komatsu D375A trial results Reviewed” in Annexure 2). Financial Benefit achieved The financial benefit that was achieved at Phalanndwa during the test is projected in the calculation in Table 1 below. Assuming a diesel wholesale price of R15.41 (October 2018 Grid 9C price less 28c discount per litre) and average consumption of 31 722 litres (derived from an average of 418 hours worked per month at 75.89 litres per hour consumed), the net saving achieved by the Phalanndwa dozer per month amounts to R 53 288 (after deducting the cost of OptiDiesel). This saving represents a net financial benefit of 10.9%. The implication is that at October 2018 diesel prices, the net savings achievable by the dozer per year will be R 639 460. Table 1: Net Financial Benefit
Conclusion: During the trial, the dozer consumed 16.3% less fuel than baseline operations, whilst moving 17.5% more material per litre of fuel consumed. This result was achieved mainly as a result of a 54% improvement in fuel combustion efficiency. In essence, the dozer was able to do more work using less fuel. Overall emissions (6 gases) reduced by 54% and DPM by 77% (as determined by the traditional measure of DPM in ppm or mg/m3). The direct net financial benefit in fuel consumption saving was calculated at 10.9% or +R50 000 per month. Phalanndwa management will be able to perform its own calculation of the additional financial benefit as a result of the 17.5% improvement in productivity achieved by the dozer. Finally, the abovementioned savings would exclude reduction in maintenance costs that will be achievable over time as a result of cleaner fuel combustion. Acknowledgements: Opti Innovations gives thanks to Cleavon Moothoosamy for provision of internal consumption and production data and Divan Maartens for his detailed and committed support during the trial period.
BackgroundandIntroductionTheOpti Innovations Fuel Solution is a turnkey approach to fuelmanagementthat increases the operational efficiency of Hydro Carbon combustion inINTERNAL COMBUSTION ENGINE POWERED assets, resulting in an overallimprovementinfueluseandreductionoftheharmfulemissionsassociatedwiththecombustionoffuel.The purpose of this test protocol is to document the data to be gathered andprovide the test methodology to be used for testing of Opti Innovations’combustionenhancingfuelefficiencycatalystonopen-castminingassets.The test protocol presented is geared towards being able to cost-effectivelydeterminetheeconomicbenefitofusing the fuelcatalystonagivenasset– i.e.calculate the quantum of fuel economy improvement through use of the fuelcatalyst.Thetestprotocoldoesnotrepresentthemosteffectivemannertodosefuelwiththe catalyst. Opti Innovations normally deploys a proprietary, skid-mounteddosingsystemthatusesauniquetechnologyandmethodforoptimaldosingoffuelintobulkfueltanksduringsupplierdelivery.Thistestprotocolwillsimulatesuchoptimaldosinginamanualwayinordertoavoidincurringthecapitalcostrequiredtousetheskid-mounteddosingsystem.
TheimportanceofloaddataComparingfueleconomyonmobileassetsthatareusedinopen-castminingapplicationsIt is important to understand that a number of variable, fluctuating factorsinfluence fuel economy onmobile load-bearing equipment assets. Examples ofthese factors in the context of vehicles include driver behaviour, climactic &mining conditions, topography, loads excavated or moved and drive train /engine losses, to name a few.Regardless of the inter-relationship between thevariousfactors,measuringtorqueoutput(i.e.workdone)asasinglemeasuredmetric compared to fuel volume consumed and tonnage moved provides anaccuratereflectionoffueleconomy.Whereitisnotpossibletoaccuratelymeasureandcollectthedatarelatedtothetorqueproducedforagivenvolumeoffuelconsumedforanamountoftonnagemoved, the following approach can be used to calculate a comparative fueleconomyforagivenequipmentasset.Itisassumedthereaderunderstandsthatsimply using tons/litre or litres/hour as the comparison metric is a flawedapproach due to the influencing factorsmentioned above. In order to create avalid comparison metric one needs to, at the very least, factor in the loadsmoved,bycalculatingavaluethatresultsinthefollowingmetricforcomparisonpurposes:
FuelGrams/kgmovedforanassetmovingloadsinagivenperiodIt is also important to understand that fuel efficiency gains may manifestthemselves through an improvement in fuel economyand an improvement inloadcapacityduetoincreasedtorque.Therefore,bycorrelatingbothloadmovedand fuel economychanges, one is able to get amoreaccurate reflectionof thebenefitsbeingderivedfromgivenfuelefficiencyintervention(s).Firstly, one has to determine the Specific Gravity of the fuel. This is done bymeasuring theweightof1or200 litre(s)of fuel ingramsanddetermining thetemperature atwhich the fuel isweighed at and recording it. A typical SG [email protected],one has to calculate in gramsthe litres of fuel used. This is done bymultiplyingtheSGofthefuelusedbythelitresoffuelusedtogetthemassoffuelingrams.Thelitresoffuelusedisdeterminedbymeasuringtheamountoffuelconsumedonaspecificactivityfromafulltanktoatankrefuel.Thirdly, the tonnagemoved is determined by taking the tons recorded at thebeginning of the activity and the tons recorded at the end of the activity.Subtracting the beginning reading from the end reading provides the activitytonsmovedduringtheactivity.
Onehas todetermine theKgmovedor carriedperperiod.The equation tobeusedis1ton/1000=Kg*hours(period).ThenextstepistocalculatetheFuelgrams/Kgeconomy.Thisisdone,firstly,bycalculatingthegramsoffuelused,bytotallingthelitresusedfortheactivityandmultiplyingitbytheSG.ThesecondstepwillbetodividethegramsoffuelusedfortheactivitybytheKgsmovedduringtheactivity.Theabovecalculationsneedtobeperformedforboththebaselineandefficiencyintervention(s)testperiod.TheBaselinemetricminus theCatalystmetricresults in theFuelConsumption(FC)saving.TheFC%savingisdeterminedbydividingthesavingintotheBaselinemetricx100.Tovalidatetheaccuracyofabovemeasurements,thefuelcombustionefficiencyoftheenginemayalsobetested,bydeterminingthenatureoftheexhaustgasesemittedfollowingthecombustionprocess.RefertoAnnexure1fordetails. It isproposed that a fuel combustionefficiency testbeperformedprior tobaselineandasecondandthirdtestaftercompletionofthecatalysttestprotocol.MethodtoobtaintheNetFinancialBenefit(NFB)
• A Combustion Efficiency test is performed to determine baselinecombustionefficiencyoftheasset.
• A1000litremobilebowserwillbeusedtofueltheasset.Todeterminethe SG one litre of fuel will be placed on an electronic platform scale,capabletotwo-digitaccuracy,atthebulkdieselbowser,todeterminetheSGandrecordthetemperature.
• Fuel the mining asset fuel tank from the bowser, and re-fuel the assetusingtheplatformscaleeachtimetodeterminethedispensedamountinSGequivalentlitres
• The fueling systemmust have a 12micron fuel filter inlineprior to thefuelreachingtheasset
FortheCatalysttest:
• A1000litremobilebowserwillbeusedtofilltheasset.TodeterminetheSGonlitreoffuelwillbeplacedonanelectronicplatformscale,capabletotwo-digit accuracy, at the bulk diesel bowser, to determine the SG andrecordthetemperature.
• Measure and fill 280ml of OptiDiesel into a 1-litre container. Fill thecontainer with approximately 500ml of diesel and shake the contentsvigorously.Pourtheshakenmixtureinthe1000litrebowserandfillthebowserwithdiesel.
• Allow the bowser to stand for at least 12 hours in order for chemicalcatalyticeffecttotakeplace(dwelltime).
• Fuel the asset fuel tank from the bowser once the dwell time has beenconcluded,andre-fuel thebowser inthesamemannertodeterminethedispensedamountinSGequivalentlitres
• The fueling systemmust have a 12micron fuel filter inlineprior to thefuelreachingtheasset
• Run the asset on OptiDiesel-dosed fuel for a minimum 72 hours thencommencethesecondCombustionEfficiencytest
toestablishconsistencyandrepeatabilityoftestresults.Therefore,itwillbe preferable to use a dedicated operator performing the same type ofwork,moving reasonably similar tonnages, in order to negate potentialimpactofvariablefactorsinfluencingtheoutcomes.
4. The client company’s internal measurement and verification
department/function should be intimately involved to corroboratemeasurementsandcontrols.
OptiInnovations’obligations
• Opti-Innovations, will supply the OptiDiesel catalyst, impeller andplatformscaleforthisprotocol.
• Opti Innovations will be responsible to supervise the Baseline andCatalyst tests, in co-operation with Disprotech, Onga (an independentmeasurement and verification company) and the Client/Operatorcompany,andtocompiletheNFBreport.
2. At normal idle speed, the probes of the testing equipment are insertedintotheexhaust
3. With the probes tightly fit in the exhaust, the equipment will startreactingandbeallowedtosettlebeforeanymeasurementisstarted
4. When all probes are secured and ready, the technician will startmeasurementbypressingthestartbuttononthetestingequipmentandonthecontrollingPC
5. Idlemeasurementwillstartforthefirst5-secondperiod6. Thereafter, the technician will instruct the operator to advance to full
throttleandhighrevsforaperiodof5minutes.Duringthistimeperiod,the operator must keep the engine at full throttle until the technicianinstructshimtodeceleratetonormalidlespeed
7. Whenthe5-minutemeasurementactionhasbeencompletedsuccessfully,the technicianwill instruct theoperator todecelerate to idle speedandmaintainidleforafurther10seconds,withtheprobesstillinsertedintheexhaust
8. Thereafter, the technicianwill remove theprobes from theexhaust andhold the probes in open air away from the exhaust, for another 15secondsbeforeendingthemeasurementrecording
9. Atthispoint,thetechnicianwillstopthemeasurementprocess.10. All data gathered during the test procedure is finally processed into a