CONVERSION OF WASTE TO ENERGY AND WATER TREATMENT PLANT USING JENBACHER & MICRO-KLEAN TECHNOLOGY

NATIONAL SOCIETY OF BLACK ENGINEERS CLARKSON UNIVERSITY CHAPTER AND UNIVERSITY OF BENIN 2 CHAPTER FINAL REPORT

Table OF Content ABSTRACT .4 1. PROBLEM STATEMENT..5 2. SCOPE6 2.1 The Community...6 2.2 Local/National Government...6 2.3 Oil Companies Operation..7 2.4 Employment...7 3. TECHNOLOGY DEFINITION....7 3.1 Types Of Jenbacher Module & Their Technical Information......8 3.1.1 Jenbacher Type3..8 3.1.2 J312 Gs...8 3.1.3 J320 Gs...9 3.2 The Micro-Klean Features.9 4. PROJECT CHALLENGES...10 4.1 Technical challenges..10 4.2 Economic challenges11 4.3 Socio-economic challenges.12 5. TECHNICAL INFORMATION12 5.1 Summary Of Environmental Benefit.13 5.2 Thermo-Select Technology.13 5.3 Gasification14 5.4 Working Principle.14 5.5 Concept Of J312 & J320..15 6. DESIGN FEATURES OF THE ENGINE..15 6.1 Crank Case15 6.2 Cylinder Head16 6.3 Intake And Exhaust Ports.19 6.4 Valve Train.19
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6.5 Crank Shaft.20 6.6 Con Rods And Bearing Technology21 7. MIXTURES AND EXHAUST GAS FLOW22 7.1 Components ...22 7.2 Gearing.23 7.3 Pistons And Liners..23 8. THERMODYNAMIC ASPECTS FOR THE J312 AND J320.24 9. REALIZATION OF HIGH EFFICIENCY25 9.1 Combustion....25 9.2 Mixture Formation....25 9.3 Combustion Concept26 9.4 Heat Balance Of The J312 And J320 Engine.27 9.5 Efficiency Of Engine.28 9.6 Control Of J312 And J320 Engine...28 10. CONCLUSION .30 11. REFERENCE ..31 12. APPENDIX..33

ABSTRACT

Energy is one of the most basic needs of man in powering various sectors needed for rapid growth of a nation and for the comfort of her citizens. Finding sustainable and efficient sources of energy has been the subject of discussion in the past few decades. The annual generation of municipal solid waste (MSW) in Nigeria is 29.78109Kg as at 2004, and this value has increased over the years. Nigeria also produces a huge amount of sewage sludge on a daily bases. The main components of the solid waste are putrescible materials, papers, plastics, rubbers, textile and metals. The refuse is dumped in water bodies or transported through the societys living space. This leads to an adverse effect on the health of the people living in the area of concern. Diseases, such as cholera, schistosomiasis and guinea worms, all caused by living in unhygienic situations and consuming contaminated water, are common in such areas. The pyrolysis thermoselect system using Jenbacher module could be used to convert the sewage sludge into electricity and agricultural utilization. This technology uses thermal combustion in a continuous flow process . The design also incorporates the use of low cost Micro-Klean plate and frame/filter press system for waste water treatment to supplement the production of energy. Through this technology, the waste generated can be converted into energy instead of being left in landfills, consequently creating unsanitary living conditions. It also prevents the release of green house gases by incineration. Waste to energy (WTE) technology is used extensively throughout Europe, Russia, and other developed nations in Asia such as Japan, Singapore and Taiwan. The Organization for Economic Co-operation and Development (OECD) expects all countries to meet strict emission standards and make use of production methods that are environmental friendly. The WTE process is a part of the Environmental Protection Agency(EPA) approach to solid waste management, and thus an acceptable method of simultaneous Energy production and reduction of Greenhouse gases. The Jenbacher micro-klean technology will be suggested by the University of Benin and Clarkson University, to the rural Niger delta region where production of electricity is a major challenge. We believe that Waste To Energy process is of great importance. Generally, it brings
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about increased productivity and creation of wealth. It also improves the sanitary conditions, thereby reducing the cases of hygiene related diseases.

1 PROBLEM STATEMENT The challenge facing developing countries are numerous. It is no longer news that most developing countries face the issues of inconsistent power supply, poverty, health issues amongst others. After brainstorming, we carefully selected the topic Conversion of waste to energy and water treatment plant using jenbacher-micro-klean technology. Our research shows that most developing countries have challenges of managing wastes gotten from around the community which constitutes danger to their health. The illegal dumping of untreated waste in Niger delta region of Nigeria has infuriated the local communities which are demanding quick government intervention. The southern oil rich region is considered one of the five most polluted locations in the world. The chief concern among the villagers is the foul-smelling sludge their source of drinking water has turned into due to the dumping of waste in water bodies. The pollution of the region has destroyed the livelihood of many of the 20million people living there and contributed to the upsurge in violence. Nigeria has pumped more than 400bilion worth of crude from the southern Delta state since the 1970s [2]. But high unemployment in the Delta, environmental degradation due to oil and gas extraction and lack of freshwater and electricity have angered some of the regions youth and incited them to take up arms. Waste to Energy (WTE) technology is suggested for implementation because it will address the problems relating to pollution, energy, productivity and availability of clean water. WTE technology has significantly advanced with the implementation of the clean Air Act, dramatically reducing all emissions. Lagos produces 900tonnes of waste per day[3]. The Delta region also produces tonnes of waste daily that needs to be converted to useful products. We have also identified the collaboration between GE and Clarke Group of companies. The companies have installed more than 331 jenbacher gas engines throughout France, providing 518 megawatts of electricity , 437megawatts (253 engines) of these has been provided by natural gas, while the remaining 80 mega watts (78 engines) has come from biogas application .This is suitable for the region under consideration .
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Considering all these factors, the problem statement is To develop an environmentally friendly, sustainable energy solution for improving productivity for the inhabitants of the local Niger Delta Region of Nigeria

2 SCOPE: The scope of the project covers the Niger Delta Region community of about 13,000 to 15000 inhabitants. The indigenes of the region are the primary beneficiaries of the project as it affects their interest directly. 2.1 The community The technology to be installed will address the problems of electricity, availability of clean water and availability of manure /fertilizers for their farmlands. The project team intends to give orientation to the indigenes on what they stand to gain upon allowing the team work in their area and also soliciting support from them for smooth running of the project. 2.2 Local/National Government The federal government through the Ministry of Niger delta, and Ministry of Petroleum Resources should support the project and ensure that the oil companies operating in the region are actively involved. The region is known to give Nigeria her major revenue, and also supply energy to other part of the world, as such should be given priority.

 2.3 Oil Companies Operation: Oil companies operating in the region should provide financial and technical support for the project. A Memorandum of Understanding (MOU) should be instituted to allow for effectiveness.

2.4 Employment: The provision of employment in the region is imminent. Some members of the community will be employed temporarily (for pay) during the construction of the project, and some with technical know-how resulting from training thereafter will be employed permanently. This will address the issues of unemployment ravaging the region. 3 Technology definition: The high class leading efficiency (38%-44%) of jenbacher engines result in outstanding fuel economy and environmentally friendly technology produce very low exhaust emissions [4]. The engines have also proved to be very durable and highly reliable in all types of applications. They are renowned for being able to constantly generate the rated output even with variable gas conditions. Jenbacher engines are not only renowned for being able to operate on gases with extremely low calorific value, low methane number and hence degree of knock, but also gases with a very high calorific value. Possible gas sources vary from low calorific gas produced in chemical industries, wood gas, and pyrolysis gas produced from decomposition of substances by heat (gasification) landfill gas, sewage gas, methane gas, propane and butane which have a very high calorific value. One of the most important properties regarding use of gas in an engine is the knock resistance rated according to the methane number. High knock resistance pure methane has a number of 100. In contrast to this, butane has a number of 10 and hydrogen 0 which is at the bottom of the scale and therefore have a low resistance to knocking the high efficiency of jenbacher engines becomes partially beneficial when used in a combined heat and power (CHP) such as district heating schemes, or industrial plants. With governmental pressure mounting on
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companies and organisation to reduce their carbon footprint, the efficiencies and energy returns from CHP have proven to be energy resource of choice.

3.1 TYPES OF JENBACHER MODULE AND THEIR TECHNICAL INFORMATION We have different types of jenbacher module e.g. the type2, type3, type4 and type6. But the type suitable for this project is the type3, specifically the J312 GS and the J320 GS because of the features listed below. 3.1.1 JENBACHER TYPE3 Efficient, durable, reliable Long service intervals, maintenance-friendly engine design and low fuel consumption ensure maximum efficiency in our type 3 engines. Optimized components prolong service life even when using non-pipeline gases such as landfill gas. The type 3 stands out in its 500 to 1,100 kW power range due to its technical maturity and high degree of reliability.

3.1.2 J312 GS Key technical data Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landfill gas Engine type . . . . . . . . . . . . . . . . . . . . . 3 x JMC 312 GS-L.L Electrical output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,803 kW Thermal output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,241 kW Commissioning . . . . . . . . . . . . . . . . . . . . September 1999 DESCRIPTION Every system has its own landfill gas feeder line and exhaust gas treatment line. The generated electricity is used on-site, while the excess power is fed into the public grid. The employment of the CL.AIR system ensures the purification of the exhaust gas to meet stringent Italian emission requirements. As a special feature, at this plant the thermal energy is used for landfill leachate treatment, as well as for greenhouse heating.
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 3.1.3 J320 GS

key technical data Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . Biogas and natural gas Engine type . . . . . . . . . . . . . . . . . 5 x JMS 320 GS-B/N.L Electrical output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,240 kW Thermal output a) with biogas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,960 kW b) with natural gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,005 kW Commissioning . . . . . . . . . . . . . . . . . . . . . December 2001 to January 2002

DESCRIPTION Organic waste is processed into biogas, which serves as energy source for our gas engines. The generated electricity is used on-site as well as fed into the public power grid. A portion of the thermal energy is used as process heat in the digesters, and the excess heat is bled off in the air coolers. The natural gas-driven units generate electricity The Micro-Klean is an easy to operate plate-n-frame filter press system that removes solids from wastewater and produces a clean effluent. The Micro-Klean is a self-contained dewatering system for a variety of applications. It is the most widely used method in the treatment of sludge produced by wastewater treatment. 3.2THE MICRO-KLEAN FEATURES:

2 to 20 Ft3 Size Options Heavy Duty Steel Construction Automatic Open/Close Ram Roll-Off Solids Hopper
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Chemical Batch Treatment Skid Option PLC or Manual Control

Ideal For:

Total Suspended Solids (TSS) Metals

4 PROJECT CHALLENGES 4.1TECHNICAL CHALLENGES: The technical challenges in the project are as follows Continuous provision of natural/biogas to the jenbacher module or Engine For proper running of the engine. Technical know-how and sophistication associated with installation of the technology. Maintenance culture.

The challenges have been surmounted by introducing the Gas compressor and Geometers which are used to provide a self sustaining gas needed for the Jenbacher engine instead of always depending on Natural gas or biogas from an external source. As a result, a continuous flow process is employed which allows for recycling. The maintenance of the region would be awakening through adequate training and orientation on the maintenance of the plant.

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 4.2 ECONOMIC CHALLANGES: It must be clearly stated that the construction of the plant is expensive. Consequently it requires private public partnership to invest in the project. The Niger delta Region has long suffered regression and economic down slide, so the governments effort to stabilize the region and make the indigenes enjoys certain benefits is important. The estimated specification and cost of installing the Technology is as follows: Standard plant design 396tpd(360Mg/d) 4module facility- 1584 tpd capacity Cost of thermoselect equipment- 285 million USD 180,000 USD per ton of daily capacity Cost of power plant 80million USD 50,000 USD per ton of daily capacity 230,000 per ton of daily capacity These estimates are base on size of power plant, tax and site conditions. The federal government should partner with the oil companies operating in the region, to achieve the financial aid needed to install the plant. Examples of oil companies operating in the region are 1) Chevron Nigeria Ltd 2) Exxon-Mobil Nigeria 3) Shell petroleum development company of Nigeria LTD 4) Schlumberger Nigeria Ltd 5) Elf/ Total Nigeria Ltd

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 4.3 SOCIO-ECONOMIC CHALLANGES: The project is set up to improve productivity of the inhabitant of the delta Region, the provision of electricity will further provide employment in the region, the fertilizers gotten would increases the yield of the farm land and clean water will be provided. The indigenes may believe another oil company intends to build and oil rig in the area and so may protest or want to cripple the efforts of the team, so proper orientation of the indigenes is paramount to give them a sense of belonging and acceptability, and would cause them to refrain from violence against the project team.The Economies of the region will progressively blow up and revenue can be generated through reduce cost of electricity, and complete independence on the POWER HOLDING COMPANY OF NIGERIA (PHCN). The fertilizers can also be sold to neighbouring states for more revenue and to generate wealth for the region 5 TECHNICAL INFORMATION

Heat

Figure1 Pyrolysis System with Thermoselect Process and water treatment

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The THERMOSELECT Resource Recovery Facility recovers pure synthesis gas, useable vitreous mineral substances and iron rich materials from mixed wastes such as Municipal Solid Waste (MSW) and Commercial and Industrial Wastes. In an uninterrupted recycling process the organic waste fractions are gasified and the inert materials are simultaneously melted down. The subsequent purification of the synthesis gas and process water yields clean water, as products. In contrast to other processes, no ashes, slag, inert, chars or filter dusts have to be deposited in a costly manner or subjected to secondary treatment

5.1 SUMMARY OF ENVIRONMENTAL BENEFITS Is not an incineration technology 100% of the waste becomes useful recycled products No ash is generated - No landfills required Comprehensive solution - Processes all forms of waste Has no process water discharges Air emissions are 90% lower than permitted by the U.S. EPA Requires only 10 acres of land to process up to 500,000 tons of waste per year for 30 years

5.2 THERMOSELECT TECHNOLOGY PROCESSES THE FOLLOWING WASTES Household Waste Commercial Waste Industrial Waste Municipal Sewage Sludge Tires Medical Waste Used Computer Equipment

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 5.3 GASIFICATION IS NOT AN INCINERATION TECHNOLOGY Gasification is an industrial chemical process that uses high temperature to break down and transform waste (including its toxic elements) into clean synthesis gas and other commercially useful products Incineration burns waste producing heat, ash and harmful air emissions Industry professionals have consistently differentiated these two technologies 5.4 WORKING PRINCIPLE The waste is fed into the separator which filters and separates the waste into sewage sludge. The sludge is passed into the micro-klean-plate and filter machine to provide clean water. The sewage sludge is passed into the digestion tank which is heated with heat from cogeneration plant to provide solid waste, and thereafter dried and use as fertilizer. Gasification is achieved by heating the content of the digestion tank to produce a gas which is passed into gas compressor and subsequently to the gasometer before supplying gas to the J312 or J320 model to power the process and supply electricity. The continuous flow process does not need external gas to power the system. Therefore the products gotten are; 1) Clean water 2) Fertilizer 3) Electricity

5.5 THE CONCEPT OF J312 & J320

The constructional features of the new engine correspond to a typical "long-stroke concept". Theoretical preparatory work showed clear advantages in the implementation of this approach both with regard to thermodynamics and component dimensioning. The maximum ignition pressure specified for the dimensioning of the engine was 19.0 MPa. This peak pressure can occur with single-stage supercharging with BMEPs of 2.6 MPa and very lean combustion. Moreover, proven constructional features were taken over from Series 3, e.g. the uncooled exhaust port, mixture
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formation upstream from the compressor and two-stage mixture cooling. The most important parameters of the engine are summarized in Table 1.

Bore/stroke: Cylinder displacement: Number of cylinders: Total displacement: Cylinder-cylinder distance: V angle: BMEP: Supercharging: Charge cooling: Table 1: Technical data of the engine 6.0 DESIGN FEATURES OF THE ENGINE 6.1 CRANKCASE

145/185 mm 3.05 l 20 61.1 230 mm 70 1.8 2.6 MPa ABB TPS 57 two step intercooler

Figure 1 shows the cross-section of the engine. The 70 V angle was taken over from the existing series. The crankcase is designed to be very rigid and has a flange bordering on the oil pan. The engine is supported on this flange by means of steel/rubber elements on the gen-set frame. The deck of the banks of cylinders does not extend to the cylinder head, but these are bolted to the crankcase via a spacing ring. The advantage of this design is minimal liner deformations and a contribution additionally to less total weight. A cooling water passage has been cast on both sides of the crankcase, the amount of cooling water being dosed through a bore between the lower and upper deck of the cylinder head. All cylinders therefore have the same cooling conditions and no temperature gradients occur from the front to the rear cylinders of the 20-cylinder engine. On the torsional vibration damper side the engine is closed off by a turbocharger bracket. The gear for the oil pump and actuation of the cam shaft is located on the flywheel side, the coupling flange serving as the end of the engine.

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Figure 2: Cross-section of the engine 6.2 CYLINDER HEAD The engine has 4 valve cylinder heads with equally large intake and exhaust valves to optimize the gas exchange. A "cross flow type" was chosen as the flow concept, where the exhaust gas side is located on the outside of the engine. Figure 2 shows the view of the cylinder head from the combustion chamber side. The spark plug is located centrally in a very well cooled sleeve. A maximum ignition pressure of 19.0 MPa was selected for the dimensioning. This allows mean pressures up to 2.6 MPa. The cylinder heads are connected to the crankcase with 4 stud bolts, the bolt forces being effected through the controlled tightening method. To keep deformations caused by ignition forces in the area of the valve seat rings minimal, a so-called double-deck construction was chosen and dimensioned with the aid of FE calculation methods [6]. The upper water jacket is separated from the lower water jacket by means of a conical partition, the passage of cooling water being effected by bore holes in the wall between the valves.
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Figure 3: Cylinder head

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 6.3 INTAKE AND EXHAUST PORTS Based on the existing Series 3, one of the development objectives was to optimize gas exchange. The existing 2-valve head showed increasing losses especially with the high mass flow rates of the lean-burn engine concept from BMEPs of 1.7 MPa onwards. From the perspective of the development of combustion, if the knock resistance (methane number) of the fuel is sufficient, BMEPs up to 2.6 MPa are possible. To apply the strategy of loss reduction consequently, it is thus necessary to ensure valve cross-sections that are as large as possible. Alongside this requirement, it is also necessary to produce the desired flow conditions in the combustion chamber through the intake ports. On the basis of experience with Series 3, development was oriented towards ports producing a swirling flow. As a potential solution, one selected the known version of the combination of a tangential port with a spiral port. This concept allows a relatively high degree of swirl with very good flow coefficients (mysigma). A comparison of the improvement potentials of the 2valve version with the 4-valve version is shown in Figure 3. Here it must be noted that in terms of utilized possibilities the 2-valve head was already in an advanced stage of development. On the intake side, the 4-valve head has a 19% better flow (referring to the bore diameter) with a swirl level that is somewhat more than 20% higher. It was even possible to increase the borespecific flow coefficient of the exhaust port by 37.5%. 6.4 VALVE TRAIN The engine has only one camshaft located centrally in the crankcase that is gear driven on the flywheel side. Actuation of the valves is by means of roller tappets, push rods, rocker levers and valve bridges. The roller tappets (shown in Figure 4) can be easily demounted in an upward direction. The supply of oil to the joints and rocker levers is through two main oil channel

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in the crankcase. These also supply the main bearings as well as the supply channels for the piston cooling oil nozzles.

Figure 4: Roller tappet 6.5 CRANKSHAFT In comparison to the existing Series 3, besides the higher ignition pressure the demands made on the respective components have increased additionally on account of the 10mm larger piston diameter. Due to the very conservative dimensioning of Series 3 it was possible to retain the same cylinder liner-toliner distance. To increase reserves, the diameter of the main bearing was increased from 100 to 125 mm. The conrod bearings have a diameter of 100 mm. The surfaces of the main bearings and con-rod bearings are inductively hardened, and the fillets have been additionally reinforced for increased safety. The structure of the crankshaft was calculated in detail using the FE method and optimized for the safety factors required for stationary engines. In this regard, Figure 5 shows the load curves in the area of the fillets from the con-rod bearing to the crank web. The used material is a heat treated 50 CrMo4 Ni V. Each

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crank web has a counterweight attached with 2 bolts to reduce the inertial forces acting upon the bearings

Figure 5: FE results from the calculation of the Crankschaft 6.6 CON RODS AND BEARING TECHNOLOGY State-of-the-art technologies are used for the production of the connecting rods. The con-rods are precisely forged and have an optimal weight. Regarding bolted cap and rod, FEM analysis was carried out to optimize structural shapes and the small end redesigned as a stepped variant. This adaptation pays greater attention to the higher ignition pressures. The big end is diagonally split (based on the laser grooved method) for maintenance and mounting reasons and is produced for the first time for an engine of this size using the crack technology known from the automotive industry.Figure 6 shows a con-rod of this type in comparison to the conventional type of con-rod. The advantage of the crack type is the extremely high dimensional stability of the bearing diameters, with the consequence that so called oversize con-rods can be avoided after engine overhauls and costs saved. The pressure-side bearing shells are, like those of Series 3, produced using the sputter technology and thus offer an optimal reserve of running time.

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Figure 6: Con-rods produced by means of the crack technology (below) compared with the conventional technology (above) 7.0 MIXTURE AND EXHAUST GAS FLOW 7.1COMPONENTS Since the components used for the flow of mixture and exhaust gas can also be responsible to a great extent for flow losses, they are optimized after the design phase by means of CFD analysis. The large collecting pipe for the gas/air mixture lies between the two banks of cylinders. The mixture is passed from this pipe via adapters directly to the cylinder heads. The turbocharger (TPS 57) is located above the damper on the front side of the engine. It allows pressure ratios up to 4.7 and is accordingly large enough to operate the engine with BMEPs up to 2.6 MPa. The mixture coming from the compressor is then conducted via a diffusor to the 2- stage intercooler, followed by the throttle.

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 7.2 GEARING The gearing is located on the flywheel side and serves to drive the oil pump and the cam shaft. The cooling water pump is driven electrically and thus the engine can be warmed up prior to startup relatively easily by means of a heater located in the flow of cooling water. 7.3 PISTONS AND LINERS The pistons used are of the mono-block type with a ring groove insert and a cooling gallery. Figure 7 shows a version of a piston used for tests. The following types of piston rings are used: a chrome ceramic-coated top ring, a chromed minute ring, and a D-ring with a coiled spring as a scraper ring. In spite of the BMEP of 2.03MPa (during the first test phase), a high value for gas engines, the measured surface temperatures are low due to lean-burn combustion and lie at 240C at the edge of the bowl of the combustion chamber. In comparison to highly loaded diesel engines, this otherwise critical piston area is about 100 C lower and thermal damage is not expected even at maximum BMEPs.

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Figure 7: Pistons of the engine The "wet" cylinder liner is centered in the spacing ring on the outside of the flange. To ensure low oil consumption over long running periods, a "Schabering" (anti-polishing ring) is located on the inside (Figure 8). With this concept, oil consumption can be guaranteed in a range of 0.1 to 0.3 g/kWh with more than 30,000 operating hours.

Figure 8: Jenbacher Schabering of the engine 8.0THERMODYNAMIC ASPECTS FOR THE "J312 & J320" COMBUSTION DESIGN The fundamental correlations required to achieve the indicated degrees of efficiency are shown in. The degree of combustion efficiency is primarily dependent upon the compression ratio and the process of combustion [7]. Theoretically, the best possible combustion is held to be isochors heat input (constant volume combustion); the lowest degrees of efficiency are given with isobaric heat input (constant pressure
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combustion). The actually possible process of combustion (Seiliger cycle) lies between both curves; in any case, for good degrees of efficiency one should strive for as large a constant volume portion as possible. Regarding gas engines, one must also pay attention to the fuel properties (knock resistance), as these also restrict the possibilities of the combustion process. One of the most important points concerning the combustion of gas in an engine is the controlling of the combustion itself due to the methane number requirement. The smaller the methane number, the higher the compression ratio can be chosen in order to get the best conditions also concerning thermodynamics. Besides the relation of the compression ratio, the design of the combustion presents another decisive influence concerning efficiency. compression ratios compared with the theoretically found indicated degrees of efficiency. Within the range of present combustion times of 50 to 60 crank angle, approx. 47% indicated efficiency is attained with a compression ratio of 1:12. A faster combustion (40 crank angle) with the same compression ratio allows 2% points more. 9.0 REALIZATION OF HIGH EFFICIENCY 9.1 COMBUSTION One of the essential criteria for lean gas engines is as homogenous a mixture as possible. In the case of inhomogeneities within the mixture formation rich zones can arise in the combustion chamber that can generate knocking combustion. Therefore appropriate attention was paid to the mixture formation. 9.2 MIXTURE FORMATION The Tec Jet System is used as the metering valve for the new engine. The principal function is shown in . The concept of the Tec Jet System is based on an axial valve with closed loop measurement of the gas mass. The actual

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process of mixing with the combustion air is carried out in a mixer located in front of the compressor. This concept comes with the advantage that great heating value differences of the gas cause no problems in engine operation. All control interventions can be carried out in a very short time (100ms) and all interventions are done via a CAN bus supervised from the central control unit dia.ne.

9.3 COMBUSTION CONCEPT The combustion concept, which is designated as direct mixture ignition, is based on positive experience gained with Series 3. The stroke/bore ratio of the HEC engine was designed as a thermodynamically advantageous long-stroke engine with a value of 1.275. No engine from any competing manufacturer has equivalent dimensioning [8, 9, 10]. The swirl level was increased about 20% and the production of turbulence in the combustion chamber is achieved additionally through a special form design of the piston and the combustion chamber side of the cylinder head. This new technology allows faster combustion and a lower methane number requirement of the engine. shows a comparison of the Lambda of the two engine types (at the same NOx emissions). With the same ignition conditions this new combustion concept made it possible to reduce the methane number requirement by 20. The pressure increase in the cylinder of Series 3 compared to the HEC concept. The considerably faster combustion of the load of 1.67 MPa (IMEP) is easily recognizable in the indicator diagram. The level of NOx was adjusted at the 1/2 TA Luft NOx standard (250 mgNOx/Nm, corresponds to 90 ppm) With the help of the variation coefficient (AVL method) the level of The combustion development of the J312 & J320 combustion concept is very good comparable with the actual Series 3. The situation near the
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lean limit at an NOx level of 250 mg/Nm; furthermore, the variation of the maximum of the cylinder peak pressure is indicated. The Lambda of the J312 & J320 engine is 1.77 with 500 mg NOx. In addition, through fast combustion the exhaust gas temperature after the turbine is reduced to 430C . This tuning attains the efficiency optimum of the engine. Depending on market requirements, a different tuning can also result in higher exhaust gas temperatures with small losses of efficiency. 9.4 HEAT BALANCE OF THE J312 & J320 ENGINE The J312 & J320 engines concerning the pilot plants have a rated power of 1451 kW (BMEP=1.9 MPa). All the work in the R&D department concerning the engine components and combustion was carried out with up to 20% higher loads. An efficiency of 44% is reached with a BMEP of 2.1 MPa. The heat balance of the first delivered engines. Heat balance of the J312 & J320 pilot engine through fast combustion and the low temperatures in connection with it there is less thermal stress on components in spite of the higher BMEP. The combustion chamber bowl edge temperature of the J312 & J320 concept is compared with the temperatures dependent on the BMEP and combustion concept. The highest degree of component stress occurs at Lambda = 1 (BMEP = 1.17 MPa turbocharged); lean mixture combustion is characterized by lower values. Principally, the temperature load on the J312 & J320 piston due to the smaller Lambda is, despite the higher BMEP, perhaps equal to or somewhat less compared with the present state of Series 3. Regarding the Lambda = 1 concept it can be said that "apparent" potentials can be found again and again that, when considered superficially, can lead to interesting approaches to solutions [11]. However, hard reality first evinces itself in the customary running times of the CHP plants. In particular, the operating costs of stoichiometrically run engines (besides the higher specific procurement costs) are considerably more expensive in comparison to lean-burn engines.
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Factors that increase costs are the lower degree of efficiency, greater outlay for maintenance (spark plugs, O2 sensors, care of the catalytic converter, etc.) and the shorter service life of the affected components due to deposits of incineration of ash. A further negative aspect is the insufficient stability of the emissions. 9.5 EFFICIENCY OF THE ENGINE The degree of efficiency of 44% attained through the HEC concept is a milestone for the technology of stationary gas engines. In this regard Figure 18 shows a comparison of the HEC engine to the competition as well as to several diesel engines [12]. To be able to make a comparison to modern diesel engines, the specific consumption values have been converted into MJ/kWh. What is particularly noteworthy is that the gas engines achieve the indicated degrees of efficiency at about 1/5 the NOx emissions of the best diesel engines. 9.6 CONTROL OF THE J312 & J320 ENGINE For open- and closed-loop control of the J312 & J320 engine one employed a further development of the Jenbacher "dia.ne" engine management system based on a high performance PLC (program logic control) system. The control of lean-burn combustion is based on the proven LEA.NOX concept. A particular feature that deserves mention is the automatic ignition voltage control system "monic" (monitoring ignition control) [13]. The concept of "monic" allows an online display of all ignition voltage values and thus a monitoring of the condition of the spark plugs. To do this, one need only press a button on the visualization unit of "dia.ne" To be able to maximize the operational reliability of the engine also under difficult conditions, one developed a concept of optical recording and visualization of misfires or other irregular conditions in the cylinder. This concept was termed "oca" (optical combustion analysis). Each
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cylinder head has a combustion chamber window to allow optical recording of the light conditions during combustion. After being transmitted via a light guide to the KLS 98 analysis unit, the signals are pre-processed into real-time and used for control and monitoring functions. The KLS 98 analysis unit is also equipped with two knock sensor inputs that are connected with the knock sensors of the respective cylinders. As a result, besides its combustion chamber window, each cylinder has a knock sensor used for cylinder-specific control of ignition energy and knocking. Shows the KLS 98 analysis unit with the respective knock sensors. All information recorded about misfires and knocking are displayed in the customary way on the screen of the "dia.ne". The components mentioned above are already available for Series 3. The simplication of service and maintenance tasks is rounded off by "hermes", the Jenbacher long-distance data transmission concept. External sites have access to all information though direct communication with "dia.ne". "hermes" also allows selected data/events to be routed to a specific service center, resp. to have software updates and adjustment operations carried out from there.

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10CONCLUSION

Table1: Project evaluation

DESIGN CHARACTERISTICS REASON

Has low environmental impact

The continuous flow process used allows for recycling which emits less pollution as effluent.

Sustainable energy

In cases where natural gas is not available or sufficient ,the machine allows for circulation of gas using the gas compressor incorporated in the design

Location dependence

Location best fit the purpose for which the project is implemented

Productivity

1. The provision of electricity will boost employment opportunity and productivity. 2. Production of fertilizers will increase the yield on their farm lands which brings more revenue to the community. 3. availability of clean water for domestic and industrial use.

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11 REFERENCE [1]Technology of waste conversion into energy Dr. Petrus panaka B2TE, BP B2TE, BPPT Integrated capacity strengthening ICS-CDM/ Ji project Waste to energy Jakarta, Dec. 13-15, 2004. [2]www. Voanews.com 13-2009- 03 [3] Africa investment forum 2011. Ultimate guid to business, trade and and investment in Nigeria. www.tradeinvestmentnigeria.com/investment_opportunities [4]. www.clarke-energy.co.uk/gas_engines [5]www.clarke-energy.co.uk/downloads/type3.pdf [6] R.M. Schmidt, G. Ruetz Die Entwicklung der Baureihe 4000 MTZ Sonderausgabe 1997 [7] R. Pischinger, G. Kranig, G Taucar, Th. Sams Thermodynamik der Verbrennungskraftmaschine Springer Verlag Neue Folge Band 5 [8] K.E. Schwarze, D. Janicke, J. Thielemann New Gas Engine Family Based on MTU Engine Series 4000 1. Dessauer Gas Engine Conference 1999 [9] H.-J. Schiffgens, D. Brandt, L. Dier, K. Rieck, Die Entwicklung des neuen MAN B&W Diesel R. Glauber Gas-Motors - 1997 [10] H.-J. Schiffgens, D. Brandt, K. Rieck Development of the New MAN B&W 28/32 SI Stationary Gas Engine 17th ASME Fall Technical Conference
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[11] C. Nellen, K. Boulouchos Aufgeladene Gasmotoren mit AGR und Dreiwege- Katalysator--der Weg zu niedrigsten Emissionen bei hohem Wirkungsgrad und groer Leistungsdichte MTZ 51 - 2000 [12] N.N.Various data from publications and sales documentation of engine manufacturers

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APPENDIX

Figure 9 : A jenbacher engine

Figure10 MICRO-KLEAN-PLATE FILTER

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Figure11 pyrolysis gas plant in fondotoce-Italy

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