Alfalaval Pure Vent

PureVent is a radical new approach to cleaning the gas vented from engine crankcases by using centrifugal separation technology to remove oil mist and other particles, and help protect the environment. An estimated 3500 m3 of lube oil ends in the world's oceans every year by allowing crankcase gas containing oil mist from marine diesel engines to pass into the atmosphere un-cleaned. This oil mist can drift long distances in aerosol form before the droplets finally settle on the sea or on land, with the pollution this entails. Although there are stringent regulations regarding oil discharges in bilge water, there are as yet no limitations on oil discharges into the sea via crankcase ventilation. Exhaust emissions from such engines are normally the prime concern, but crankcase gas still represents important environmental and health concerns. Crankcase gas is much less diluted and can cause high oil concentrations in limited areas. The oil mist can also soil a ship's engine spaces, decks and areas near the ventilation outlet. This is highly undesirable on board cruise ships, for example. PureVent represents a radical new approach to the cleaning of crankcase gas in high-capacity installations. Developed specifically for use with marine diesel engines and power plant generators, PureVent technology employs high-speed centrifugal separation to separate oil mist and other particles from the crankcase gas produced by these engines. The separated oil can even be re-circulated for use as lubricant. Cleaning efficiency is as high as 99.99% for a capacity of 40 m3/hour and 98.5% at 150 m3/hour. These performance values cannot be matched by any previous technology traditional cyclones, air traps and filters have never been able to provide satisfactory results. Cleaning crankcase gas using high-speed centrifugation PureVent uses high-speed centrifugation to remove oil mist, soot and any unburned fuel from crankcase gas.

The PureVent separator unit is a compact installation that consists of a stack of 185 rotating discs made from a special composite lightweight polymer, enclosed in an aluminium housing. This disc stack is driven by an electric motor. Uncleaned crankcase gas enters at the bottom of the separator, and then passes into the stack of rotating discs. Centrifugal force presses any oil or soot out between the discs, making it collect on the inside of the disc stack housing. This leaves air that is virtually oil-free, and can be responsibly released into the atmosphere. To achieve additional environmental benefits, the collected oil can be recirculated through the separator and used again in the engine lubrication system. If preferred, however, it can be drained off for use in shipboard incinerators or stored for subsequent disposal.

To achieve additional environmental benefits, the collected oil can be recirculated through the separator and used again in the engine lubrication system. If

preferred, however, it can be drained off for use in shipboard incinerators or stored for subsequent disposal.

EXHAUST GAS EMISSION CONTROL

EXHAUST GAS EMISSION CONTROL The NOx reducing mechanism, resulting from the introduction of water into the combustion chamber, is accomplished by the water reducing the peak temperatures in the combustion process In order to have the optimal spray into the combustion chamber the water droplets in the fuel oil after emulsification should be as small as possible If the engine is to be operated on diesel oil, it may be necessary to add additives to stabilize the emulsion The addition of water to the HFO by homogenization increases viscosity To keep the viscosity at the engine inlet at 10-15 cSt it may become necessary to raise the temperature to more than the 150 deg C, which is standard today (max. 170 deg C at 50% water) and, accordingly, to raise the fuel oil loop pressure in order to avoid boiling of water.

Pressurized fuel oil system with homogenizer

The water used for the emulsification has to be demineralized It must comply with the max. limit for fuel for salt (NaCl), as the sodium can react with vanadium in the fuel oil so that particles/deposits of vanadium accumulate on the valve spindles and valve seats, thus resulting in leakages. The water should be without other saltsas well, and be clean so that operation will not result in fouling of injectors, exhaust gas components and boilers

HIGH PRESSURE INJECTION OF WATER IN THE FUEL LINE

The system has an air driven safety pump and a drain tank The air driven pump will keep the system pressurized in the event of black-out The drain tank is used if the system must be flushed to remove water emulsified fuel The working principle of the high-pressure injection system is water sprayed into the fuel by a special nozzle at 100 bar pressure at the nozzle tip

The high-pressure pump is frequency controlled, and can deliver the needed water amount at constant pressure at all times. Water emulsification in connection with an electronically controlled engine offers the following flexibility advantages:  Optimal injection rate shaping can be achieved both without and with any water content  Free rate shaping allows the use of large water amounts even at low engine load as pre-injection can be used to compensate for ignition delay

Selective Catalytic Reduction The SCR system is best suited for steady high-load conditions SCR is less suited for low load operation and manoeuvring in coastal and harbour areas the SCR reactor must be fitted BEFORE the T/C due to the required temperature regime It unfeasible to remove more than 90-95% NOx due to the risk of ammonia slip.

In the SCR technique, the exhaust gas is mixed with ammonia NH3 or urea (as NH3 carrier) before passing through a layer of a special catalyst at a temperature between 300 and 400C,whereby NOx is reduced to N2 and H2O. The reactions are, in principle, the following: 4NO + 4NH3 + O2 4N2 + 6H2O 6NO2 + 8NH3 7N2 + 12H2O

NOx reduction by means of SCR can only be carried out in this specific temperature window:

If the temperature is too high, NH3 will burn rather than react with the NO/NO2. If the temperature is too low, the reaction rate will also be too low, and condensation of ammonium sulphates will destroy the catalyst.

SCR PROCESS

If the temperature limits are violated, the channel diameter is optimized according to the dust content, the composition of the exhaust gas and the permissible pressure drops across the SCR reactor, and the catalyst will block. Consequently, the SCR system will stop working within hours To keep the temperature within the limits, the SCR catalyst must be located between the exhaust gas receiver and the turbocharger To compensate for the pressure loss across the SCR system, high-efficiency turbochargers and high performing auxiliary blowers are mandatory Due to the ammonia/urea heat release in the SCR process, the exhaust gas temperature from the turbocharger is slightly higher than the exhaust gas temperature in engines without SCR

To avoid chemical compositions blocking the SCR, the sulphur content in the fuel oil used on engines with SCR is important Some SOx will be converted to SO3 in the SCR catalyst and thus create visible smoke. Calcium from the cylinder lube oil can have an impact, so an excessive cylinder feed rate causing CaSO4 should be avoided

SCAVENGE AIR MOISTURIZING ( SAM ) SYSTEM

In the scavenge air moisturising (SAM) systems, the NOx reducing effect is achieved by reducing the local maximum combustion temperatures in the combustion chamber, and by reducing the concentration of oxygen, adding inert media with a high specific heat capacity, i.e. exhaust gas, CO2 and water vapour.

The NOx production only takes place at very high temperatures (2,200K and above), and it increases exponentially with the temperature

the SAM method is partly based on reducing the oxygen content of the cylinder charge, and partly on increasing the heat capacity of the cylinder charge by the addition of water vapour.

SAM part on the engine

The SAM system has a sea water injection stage, where a surplus of sea water is injected for saturation and cooling of the hot air from the compressor The sea water stage will provide a near 100% humidification of the scavenge air and supply all of the water for humidification. The freshwater stages 1 and 2 will be near temperature neutral to the scavenge air and create a small freshwater production depending on the operation parameters chosen

The freshwater stages only act as cleaning stages for removal of any salt which may pass with the air from the sea water stage All the water drainage systems are based on the slung principle followed by mechanical water separation in metal foam The SAM parts in the compressor air cooler arrangement are manufactured in austenitic stainless 254SMO because of its excellent resistance against corrosion from salt water.

The additional mass flows provided by the evaporated water for the turbines have the effect that a substantial part of the exhaust gas has to be bypassed However, the energy of the bypassed exhaust gas could be utilised in a power turbine and provide operational cost savings for the operator as well as a reduction in the overall CO2 emission

COOLING OF SCAVENGE AIR

 The scavenge air moisturizing system is controlled by a Programmable Logic Controller (PLC)  The auxiliary systems consist of 6 pumps and 13 valves in total, which are controlled based on approximately 50 digital and analogue inputs  The auxiliary systems of the SAM system, are started up automatically when the engine load is around 40-60% of SMCR

Alpha Adaptive Cylinder-Oil Control Alpha ACC

Alpha Adaptive Cylinder-Oil Control Alpha ACC

Introduction The Alpha Lubricator System, available for all MAN B&W MC/MC-C twostroke engines, has an algorithm controlling cylinder oil dosage proportional to

the sulphur content in the fuel. This algorithm is referred to as Alpha Adaptive Cylinder-oil Control (Alpha ACC). Working Principle The principle of the Alpha ACC appears from Fig. 2. The cylinder oil amount is controlled such that it is proportional to the amount of sulphur entering the cylinder with the fuel. The following two criteria determine the control: The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel; The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of fuel entering the cylinders). The implementation of the above two criteria will lead to an optimal cylinderoil dosage, proportional to the amount of sulphur entering the cylinders. The above principle is founded on the observation that the main part of the cylinder liner wear is of a corrosive nature,and the amount of neutralizing alkalinic components needed in the cylinder should therefore be proportional to the amount of sulphur (generating sulphurous acids) entering the cylinders. A minimum cylinder oil dosage is set in order to account for other duties of the cylinder oil (securing sufficient oil film, detergency, etc.);

Introduction The Alpha Lubricator System, available for all MAN B&W MC/MC-C twostroke engines, has an algorithm controlling cylinder oil dosage proportional to the sulphur content in the fuel. This algorithm is referred to as Alpha Adaptive Cylinder-oil Control (Alpha ACC). Working Principle The principle of the Alpha ACC appears from Fig. 2. The cylinder oil amount is controlled such that it is proportional to the amount of sulphur entering the cylinder with the fuel. The following two criteria determine the control: The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel; The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of fuel entering the cylinders). The implementation of the above two criteria will lead to an optimal cylinderoil dosage, proportional to the amount of sulphur entering the cylinders. The above principle is founded on the observation that the main part of the cylinder liner wear is of a corrosive nature,and the amount of neutralizing alkalinic components needed in the cylinder should therefore be proportional to the amount of sulphur (generating sulphurous acids) entering the cylinders. A minimum cylinder oil dosage is set in order to account for other duties of the cylinder oil (securing sufficient oil film, detergency, etc.);