Professional Documents
Culture Documents
Manual Alfa Laval
Manual Alfa Laval
1 Installation ....................................................................... .5
1.1 Settling Tanks ............................................................ 5
1.1.1 Settling tank design ......................................................... 6
1.1.2 Recommendations .......................................................... 7
1.2 Pumping system. ....................................................... 8
1.2.1 Built-on feed pumps. ....................................................... 9
1.2.2 Separate feed pumps...................................................... 9
1.2.3 Lubricity and viscosity ................................................... 10
1.2.4 Strainer .......................................................................... 11
1.2.5 Recommendations ........................................................ 11
1.3 Flow control .............................................................. 12
1.3.1 The flow control system ................................................. 13
1.4 Heating System ....................................................... 15
1.4.1 Electric heaters.............................................................. 17
1.4.2 HEATPAC system .......................................................... 18
1.4.3 Steam installation .......................................................... 19
1.5 Service Tanks........................................................... 20
1.5.1 Service tank design ....................................................... 21
1.6 Separation system .................................................. 23
1.6.1 Double fuel tanks........................................................... 24
1.6.2 ULSMDO/GO ................................................................. 25
1.6.3 Primary steps................................................................. 27
1.6.4 Further steps ................................................................. 28
1.6.5 Conclusions ................................................................... 29
1 Installation
Suction to separator
Drain
I0 01 00 7 2
5
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
6
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
1.1.2 Recommendations
• Install level switches in the settling tank
connected to bunker feed pump to avoid
extensive temperature fluctuations.
• Install a P and I temperature controller to
minimize temperature fluctuations in the
settling tank.
• Install a sensor which gives an alarm when
high water level is reached in the settling
tank.
• Clean the settling tank at least once a year.
There is continuous separation in the
settling tank and the heavy particles, such
as cat-fines fall to the bottom. In bad
weather these particles can be suspended in
the oil again and overload the separator.
• Have a sloping bottom in the tank. If there is
no sloping bottom heavy particles can
accumulate in the tank bottom furthest
away from the drain and get mixed into the
oil in bad weather.
• If there has been an incident with high cat-
fines on board we recommend cleaning the
tank as soon as possible after the incident.
7
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
PI PI
S0 01 01 2 A
Fig 1.2 Pumping system
8
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
9
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
I 00 11 1 0B
of services and change the sleeve bearings more
often, or replace the built-on gear pump with a
stand alone screw pump, thus rebuilding the
separator system.
This will not apply to smaller separators with
double gear pumps, pumping in to the separator
and out from the separator, for example the
MAB separator.
I0 01 1 10 A
leaking. This is of course not a situation we
wish for with the circulation pumps in the
booster system.
One solution is to increase the frequency and
change the shaft seal more often. Another
solution is to change to the new “OptiLine”,
magnetically coupled pumps. These operate
without shaft seals and thus do not leak.
10
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
1.2.4 Strainer
To protect the pump from coarse particles,
there must be a strainer in front of the
pump. The diameter of the holes in the
screen should be 0.5-0.8 mm. The strainer
free-flow area must be at least 35% of the
total filter area. It is a good idea to check
that a screen is actually installed.
1.2.5 Recommendations
• Fit a correctly-sized pump.
• Built-on pumps should be replaced by
separate feed pumps installed close to the
settling tank, if possible below the suction
connection on the tank.
• Use a positive displacement type for the
separate feed pump. If there is a problem in
keeping a constant level in the service tank,
suspect leakage in the three-way valve in
front of the separator instead of malfunction
of the pump.
• All the pumps should be able to deliver to all
the separators in the system and a flow
control system should be installed. in all fuel
oil systems, see chapter 1.3 for more info.
NOTE
11
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
PS
PI
Mt4
PI PI
S0 01 01 0C
Fig 1.3 Constant flow system
Conventional separators;
For optimum separation results, it is very
important that the feed flow to the separator is
kept constant.
Controlling the flow is very important when
treating “bad” fuel with lots of contamination
such as cat-fines. To maintain the highest
possible separation efficiency, the flow through
the separator then has to be reduced and we
also have to make sure the separator bowl is
clean.
The interface between separated oil and water in
the bowl must be kept in the correct position. It
should be well outside the disc stack, but inside
the edge of the top disc to preserve the water seal
and prevent oil escaping through the water
outlet.
The correct interface position is obtained by
fitting the correct size gravity disc matching the
density, viscosity and flow rate of the oil under
treatment. Pump capacity varies constantly
depending on temperature, viscosity and pump
net suction height. Maintaining a constant flow
rate is the key to consistent optimum separation
efficiency and the prevention of oil losses.
12
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
ALCAP separators;
The same principle applies for the ALCAP
separators as for the conventional separators i.e.
the more time the oil has in the separator, the
higher the separation efficiency. With HFO
containing high cat fines, or unstable oil, the
recommendation is to lower the flow to increase
the efficiency.
13
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
I0 0 10 69
should be fitted with the right KvS value. The
steam trap should be a mechanical float type.
The most common heaters on board are steam
Fig 1.4 Heating system
heaters. This is due to the fact that steam in most
cases is available at low cost. Most ships are
equipped with an exhaust boiler utilizing the
exhaust gases to generate steam.
14
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
15
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
16
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
17
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
PT
PT
HEATER
OP
SEPARATION
STOP
DISCHARGE
INFO
OP ACTIVE
ENTER
ALARM
18
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
Steam trap
P0 0 11 50 B
Installation
PT
PT
HEATER
SEPARATION
STOP
DISCHARGE
INFO
OP ACTIVE
ENTER
ALARM
19
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Drain
20
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
21
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
NOTE
22
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
I 00 10 10 A
The low grade of today’s HFO makes it necessary
to have a pre-treatment system and a separation
system in good working in order to obtain an
optimum separation result. It also sets high
demands on the operators of the separation
system. They have to know how to set up the
separators according to the fuel quality.
The complexity of a system with multiple fuel
grades increases the possibility of contamination
of high grade fuel with low grade fuel. Strict
guidelines for how to handle the different grades
of fuel must be made. Mixing a high sulphur fuel
with low sulphur fuel can have devastating
consequences.
This is a schematic drawing of a common
separation system, one settling tank, the
separators with the ancillaries and two service
tanks. A straightforward system that is fairly
easy to operate and in which not much can go
wrong.
23
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
I 00 1 01 0E
This is a schematic drawing of a more complex
separation system mainly used for operating on
multiple fuel grades.There are two settling
tanks, the separator with the ancillary’s and two
service tanks. When operating on fuels with
different sulphur content, it is imperative that
the fuels are not mixed. Low sulphur fuel mixed
into the high sulphur fuel results in higher cost
since the low sulphur fuel is more expensive.
High sulphur oil mixed into low sulphur oil is
more serious. Very little high sulphur oil is
needed to contaminate low sulphur oil since the
low sulphur oil is already on the limit from the
supplier and the oil is then off spec.
Off spec. oil can have severe consequences for the
operators, with different penalties in the
different ports. Some involve jail for the Chief
engineer and captain, others involve high fines
(millions of euro). Some even involve both. Make
sure to give strict and rigorous instructions on
the operation of the system and make sure the
operators are educated and able to understand
the system and instructions.
24
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
1.6.2 ULSMDO/GO
I 00 1 01 0E
We now have to handle another type of fuel,
ULSMDO/GO and the low sulphur cap and
implications if the fuel becomes off spec.
demands this is done carefully. Since this type of
fuel has to be used for the main engine entering
California and at birth in ECA, to date, the small
separators usually handling the MGO and MDO
fuel are too small and we have to use separators
with higher capacities.
We can use one of the existing HFO separators
for cleaning the ULSMDO. This creates some
handling problems! When changing from HFO,
even LSHFO the piping, pumps and heaters are
filled with the higher sulphur fuel. Getting this
higher sulphur fuel into the ULSMDO, even in
small quantities can make the fuel off spec. and
cause a lot of problems. This means we have to
clean the system by running the ULSMDO into
the HFO tank until the system is clean of any
higher sulphur oil.
The ULSMDO is more unstable and can create
compability problems in the HFO! We also
introduce more valves and consequently have a
more complex system, increasing the possibility
for all kinds of handling problems.
25
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Recommendation
I 00 1 01 0H
26
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
Settling tank:
• Install level switches.
• Install temperature control.
• Install a sensor for high water level
Pumps:
• Install a suitable flow control device (see
chapter 1.2.5).
• Check that the return pipe from the three-
way valve is led back to the settling tank
and is not in front of the pump. If it is in the
front of the pump, change it.
• Remove the built-on feed pump and install
separate feed pump(s).
• Never use the internal safety valve on the
pump for flow control - it will create lots of
problems.
27
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Separators
• Use self-cleaning type separators only.
• Use the stand-by separator for parallel
operation. Install a separate small separator
for DO.
• Preferably use ALCAP separators in parallel
for best results and lower maintenance time.
28
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 1 INSTALLATION
1.6.5 Conclusions
Experience and future trends indicate that there
is an increasing need for efficient and reliable
fuel and lube oil treatment on board ships -
whether existing operational ships or projected
new buildings.
There are numerous factors that must be
considered and various actions that can be taken
to upgrade existing installations or designs.
Our basic recommendations can be summarized
as follows:
• Install the best equipment to ensure
reliable, efficient operation.
• Consider life-cycle costs when specifying
new equipment and modifications.
• Apply a “systems” approach to the selection
and installation of the equipment. Alfa
Laval Separation, with its worldwide
marketing and service organization, is at the
customer’s disposal to assist with any level
of upgrading of an existing separator
installation.
29
1 INSTALLATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
30
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
2 Separation
2.1 Introduction
The purpose of separation can be:
• To free a liquid from solid particles, e.g.
sludge in lube oil.
• To separate two mutually insoluble liquids
with different densities while removing any
solids present at the same time, e.g. bunker
oil.
• To separate and concentrate solid particles
from a liquid, e.g. the content in a sludge
tank.
In Marine installations, water and solids are
removed from fuel oil and lube oil.
In fuel oil, the percentage of water and solids can
vary from batch to batch. Whenever you change
to another bunker tank, the physical character of
the oil may differ. It may be necessary to make
some changes to reach optimum separation
depending on the separator installation.
31
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
I0 0 10 68 A
density separate due to the force of gravity.
However, such clarification is an extremely slow
process and is unable to meet industry's needs
for rapid, controllable results. The general idea Fig 2.1 Tank with oil, water and solids
behind centrifuges is therefore to ensure that
the mechanical separation of different liquid
phases and solids can be carried out on a rapid,
continuous basis in order to meet the demands
associated with modern industrial processes.
32
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
Centrifugal separation
0 68 C
Fig 2.3 Rotating bowl
Types of centrifuge
There are several different basic types of
centrifuge normally used in industrial
separation.
Disc stack centrifuges are ideal for a wide range
of separation tasks that involve lower
concentrations of solids and smaller particle and
droplet sizes. This applies to both liquid-liquid
and liquid-solid separation.
The most difficult separation tasks can often
involve three phases, where there is hardly any
difference in the densities of the separate liquid
phases and where the particles to be separated
are very small in size. In such applications, no
other technology can compete with disc stack
centrifuge technology.
33
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
34
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
35
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Inlet zone
The inlet zone accelerates the process liquid up
to the speed of the rotating bowl. A properly
designed inlet zone makes sure that the feed
solids and liquids are not degraded or affected in
any other way. Good inlet design also prevents
foaming, reduces the sheer forces in the product,
minimizes temperature increases and avoids
disturbance of the separation processes taking
place in the bowl.
A number of different inlet configurations are
available for Alfa Laval disc stack centrifuges,
each designed to ensure maximum performance
in conjunction with a specific process.
36
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
I0 0 10 59
Fig 2.4 Flow between discs
37
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
38
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
Separator system
Naturally, the overall efficiency of a disc stack
centrifuge as part of a production set-up is
heavily dependent on many other ancillary
systems and equipment.
Unparalleled experience means that Alfa Laval
has a unique capability for providing all the
necessary equipment to achieve maximum
efficiency in the continuous separation of
different liquid phases and solids in countless
industrial processes.
This can be done on the basis of highly efficient,
standardised equipment packages and fully
tested modular units, or specially customized
disc stack centrifuge installations to meet
individual liquid-liquid and liquid-solid
separation requirements.
39
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Fuel oil
Diesel engines generally burn residual, or heavy
fuel oils. For marine installations, fuel is
purchased in different locations as the ship sails
from port to port. Mixing heavy fuels with highly
diverse compositions can lead to incompatibility
problems, causing instability.
Such instability problems are particularly severe
for heavy fuel oil because of the diverse refining
processes used to produce it.
Heavy fuel oil is essentially a refinery by-
product. After the most valuable fractions of
crude oil have been extracted, the remains are
processed further to recover what is known as
heavy fuel oil, a cheap source of energy - and one
that is not manufactured according to
specifications.
The ISO 8217 2005 Fuel Standard specifies a
number of physical and chemical limitations for
marine fuels, but does not define several critical
characteristics that are essential for separation.
Density, or more specifically the difference in
density between the water and oil to be
separated, is a critical parameter for effective
cleaning of fuel oil.
40
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
Catalytic fines;
Catalytic fines are the most harmful of all
substances in heavy fuel oil. These are
fragments of a catalyst added to the oil to
optimize the refining process. Composed of solid
particles of aluminium and silicon compounds,
catalytic fines are almost as hard as diamonds
and vary in size from sub-micron to
approximately 50 µ. If allowed to enter the
engine, catalytic fines wear down engine
components - sometimes causing considerable
damage within a few hours. For more
information about catalytic fines and how to
separate them from fuel oil, ask your Alfa Laval
representative for a copy of "Marine diesel
engines, catalytic fines and a new standard to
ensure safe operation," (Ref. No. EMD00078EN)
written by Alfa Laval, BP Marine and MAN
B&W Diesel. There is also a copy of this in the
thumb drive presented on this course.
41
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Lubricating oil
Lubricating oils for diesel engines in ships and
power plants are essential for operation.
Keeping lubricating oil clean by means of
separation helps prevent the accumulation of
substances that increase viscosity as well as any
solid particles that can cause engine wear and
pose the risk of very expensive replacement
costs.
In general, there are two basic types of diesel
engines that require lubricating oil: the trunk
engine and the cross-head engine.
Trunk engines
There are two types of trunk engines, which are
also called four-stroke engines:
1. The medium speed engine that runs at
between roughly 300 and 600 rpm.
2. The high speed engine that operates at
between 600 and 2000 rpm or higher.
42
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
Cross-head engines
Called long-stroke or two-stroke engines,
crosshead engines operate at lower speeds than
trunk engines, generally between 90 and 200
rpm. Larger than trunk engines, crosshead
engines burn more fuel per stroke, and are
capable of producing more power.
System oils in crosshead engines are, however,
less susceptible to contamination than those in
trunk engines due to the crosshead engine's
stuffing box. The stuffing box is a seal that
surrounds the piston rod and protects the oil
sump from contamination due to leaks from the
combustion chamber.
Contaminants in the lubricating oil of crosshead
engines are therefore less advanced in
composition than those found in the lubricating
oil of trunk engines.
Box oil is highly contaminated oil, which is
emptied through the drain in the stuffing box.
This ensures that box oil does not mix with
system oil. Highly alkaline lubricants used
between the cylinders and cylinder liners, called
cylinder oil, are added separately.
Any leaking oil together with remainders of oil
burned during the combustion process is drained
as box oil. Water is another contaminant found
in engine lubricants.
Water may result from condensate that forms
when the engine is not in operation or originate
from accidental leaks.
43
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
An essential application
Separating lubricating oil is a relatively
straightforward but essential application,
thanks to defined oil density and constant
system conditions. Separation is recommended
during engine operation. It is also recommended
for short periods while the engine is not in
operation in order to prevent condensate build-
up and the formation of water, which can
compromise operation when the engine is put
into service.
44
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
45
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
I 00 10 63 A
Fig 2.6 Interface in normal position
46
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
I0 0 10 63 C
Fig 2.7 Interface outside the top disc
47
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
I 00 1 06 3B
Fig 2.8 Interface into the disc stack
48
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
49
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Oil losses
When operating a separator in clarifier mode, no
displacement water is added prior to sludge
discharge. Therefore, not only sludge and
separated water are discharged, but a certain
volume of oil is also discharged.
50
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
51
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
52
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
NOTE
53
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
54
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
3
kg/m D O (mm)
1000 1,00
991
45,8 Max.
47,3
I 48,7
50,1
950
0,95 51,5
53,3
55,5
58,2
900
0,90 61,6
II 65,8
850
0,85
70,9
800
77
0,80
I0 01 06 5
20 30 40 50 60 70 80 90 100
0,75
T o
C 0 1 2 3 4 5 6
o 3
F Q m /h
60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 212
55
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
56
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
CLARIFIER CLARIFIER
57
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
PURIFIER PURIFIER
58
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
59
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
60
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
2.7.3 Application
The WT 200/MT 50 water transducer is used to
monitor the water content in the processed oil
leaving a separator. The signal from the water
transducer is processed in the EPC program
unit, and appropriate action is initiated,
depending on the status in the separation
system.
2.7.4 Design
The water transducer consists of a housing (2),
a concentric electrode (4), and an electrical 2
connection box fitted to the housing. The box 4
contains a test circuit board (1) and 1
connections. The electrode is insulated (3) from
the housing and forms a circular capacitor. The
transducer is mounted in the oil pipe by flanges 3
on the outer pipe, and the full oil flow passes 3 I0 01 05 0 D
61
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Dielectric constant
(Approximate values)
Mineral oil: 2 – 6
Water: 90 – 95
62
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
63
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
100%
Transducer value
I 00 10 61
Ref. Time Separation period Ref. time Separation period
64
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
Trigger point
V5 opening
100%
V5 closing
Stored reference
P0 01 0 60 A
Fig 2.12 Trigger during pre-set separation period
Trigger point
V5 opening
100%
V5 closing
Stored reference
65
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Trigger point
100%
Sludge
discharge
P0 01 0 60 C
Fig 2.14 Trigger in adjustable period
66
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
67
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
68
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
Discharge
30% increace
Transducer value in trigger range
I 00 1 06 4A
Ref. time Separation period Ref. time Min separation period
69
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Trigger point
I0 0 10 64 B
Cond. Ref. time Min Sep Period Separation period Cond. Ref. time
Water Water
70
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
71
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
72
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
100%
Discharge sequence. Feed off
Trigger range
Transducer value
I 00 10 66 H
Fig 2.17 EPC 50 separation period
73
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
74
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
V5 opening
100%
V5 closing
Reference value
75
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
V5 opening
Discharge sequence. Feed off
100%
70%
Reference value
76
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 2 SEPARATION
77
2 SEPARATION DNVPS / ALFA LAVAL FUEL OIL TREATMENT
100%
Reference value
New lower ref. value
Ref. time Separation period
78
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
3 Booster system
3.1 Purpose of the system
To provide the diesel engine with fuel with the
correct viscosity and flow stipulated by the
engine manufacturer.
All low speed engines and most modern medium
speed engines operate today on heavy fuel oil. To
ensure proper treatment and a good combustion,
a booster system is needed. The principal
purpose of these systems is to ensure proper
conditioning of the heavy fuel oil fed from the
daily service tank to the diesel engines.
The system ensures that the correct flow,
pressure and viscosity of the heavy fuel oil is
maintained.
The booster system is situated between the daily
service tanks and the diesel engines
3.2 Applications
Booster systems are primarily suitable for ships
or power stations using HFO diesel engines.
There are generally two separate conditioning
systems for shipboard applications where HFO
engines are in use, as today, heavy fuel is
commonly used for the auxiliaries (Unifuel
system) as well as for the main engines. For
safety reasons, there is usually one independent
booster system for the main engines and one for
the auxiliaries.
79
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
3.3.1 Introduction
Most of the booster systems built before 1984 are
atmospheric fuel systems.
An atmospheric fuel system is a system where
the hot excess fuel flow from the engine is led
back to a mixing pipe (stand-pipe) which has an
atmospheric pressure.
This system can in some cases cause operating
problems in situations where the engines can
accept high injection temperatures, i.e. high
viscosity fuels.
The system is not recommended for fuels above
120 cSt/50 °C (injection temperatures above
+110 °C).
The reason for this is that in the atmospheric
system, the pressure drop over the pressure
regulating valve will be too high. The pressure
and temperature needed for HFO over 120 cSt
can be up to 150 °C and the pressure in the
circulating side will be over 4 bar, while the
pressure after the regulating valve will be
atmospheric. The result is that all the water and
light products in the HFO will instantly boil and
turn to gas. This could make the oil start to foam
and the mixing pipe and the vent pipe can fill up
with this foam. The danger is that the pumps
start cavitating and increase the danger of
emulsified oil. The foam could also escape
through the venting pipe and cause
contamination of the vessel and water.
All ships designed to operate on HFO above
120 cSt/50 °C should have pressurized systems
(a fuel system specified by all engine builders).
Modern high viscosity fuels require high
injection temperatures. To prevent excessive and
harmful vaporization of the light fractions and
possible remaining water in the fuel, sufficient
pressure has to be maintained. This is done by
installing a pressurized booster system.
80
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
I0 01 00 5 8B
Fig. 3.1 Atmospheric booster system
Service tank
The clean heavy fuel oil is pumped into the daily
service tank. The temperature in the tank is
between 70 - 90 °C. The daily service tank is
usually situated high up in the engine room.
From the daily service tank the oil flows by
gravity into the mixing pipe. See chapter 1.4 for
more info.
81
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Mixing pipe
The purpose of the mixing pipe (called deaerator
in a pressurized system) is to mix the “cold” fuel
from the daily service tank with the excess hot
fuel which comes from the diesel engines. The
pipe is manufactured and installed by the
shipyard.
The mixing pipe is made of steel, insulated and
often heat traced with a diameter of 300 - 400
mm and a height of 10 - 15 meter.
The mixing pipe should be installed as high up
as possible near the daily service tank to ensure
a static positive suction head for the circulating
pumps (booster pumps) to prevent cavitation and
vibration.
In certain vessels such as ferries, supply boats
etc. the mixing pipe cannot be installed in a high
position in the engine room. This is to prevent
vaporizing and foaming of the hot fuel.
Flow meter
A flow meter is installed in the system to
measure the fuel consumption of the engines.
The flow meter is normally installed between the
daily service tank and the mixing pipe. Low
mixing pipe height can cause functional
problems of the flow meter.
Circulating pumps (booster pumps)
Circulating pumps feed the engine with HFO at
the required flow rate and pressure. Pump
capacities are always multiples of the
recommended maximum fuel consumption rates
to ensure ample filling of the injection pumps.
The pressure required in the circulating system
is specified by the engine builders.
This pressure is controlled by a regulating valve
mounted on the engine, or directly after the
engine in the return line to the mixing pipe.
In atmospheric booster systems, the pumps are
located on the first level in the engine room to
ensure a high static pressure.
82
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
83
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Viscosity sensor
One of the important components in the
temperature control system is the viscosity
sensor which measures and controls the injection
viscosity of the fuel oil. The viscosity must be
held at a specific level by means of the steam
and/or electrical heaters.
There are many different viscosity sensor
suppliers on the market. One of the most
common measuring principles of the various
sensor types is to measure the differential
pressure across a capillary tube.
Others are of shear force measurement type or
have different vibrating sensors in the fuel. The
most modern systems are electronic with few
mechanical parts.
An example of such a system is the Alfa Laval
designed advanced viscosity control system
under the name VISCOCHIEF. The system is
designed to ensure accurate automatic
monitoring and control of the injection viscosity
of fuel oils.
To check if a viscosity sensor is working properly,
read the actual temperature and compare the
value with the bunker specification to get the
right injection viscosity.
84
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
Automatic filter
An automatic filter and a manual by-pass filter
are positioned at the end of the system to protect
the engine’s injection equipment from possible
harmful particles.
The filter screen mesh size is determined by the
requirements of the diesel engine builders. Some
also recommend installing an automatic filter on
the “cold side” of the booster system, i.e. before
the mixing pipe.
Possible problems with conventional types of
automatic filters are:
85
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Introduction
As described earlier in this chapter, a
pressurized booster system is essential if the
injection temperature is above approx. 110 °C.
The difference between an atmospheric and a
pressurized system is that the mixing pipe
(normally called a deaerator in a pressurized
system), is much smaller (approx. 65 litres) and
it is kept under a pressure of about 4 bar by two
supply pumps.
A pressurized system is required to eliminate
gasification and vibration problems caused by
high injection temperatures (110 - 160 °C).
I0 01 00 58 A
86
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
Filter upgrading
With a given circulation pump capacity, the flow
to the engine will be reduced with the filter back-
flush, normally 15% of the nominal flow. Alfa
Laval ‘Protector’ automatic filters are delivered
with electric motor. An electric motor is
recommended at temperatures above 120 °C. A
duplex filter is used, type auto/manual but also
auto/auto is sometimes preferred. To design the
filter you must know the pump flow and
pressure, minimum flow to engine required,
pressure in return line from engine or in
deaerator tank (filter back-flush connection) and
required filter mesh.
The filter can be installed in different places.
Hot side: after the heaters and viscosity control
system.
Cold side: after the supply pumps but before the
flow meter and deaerator tank
87
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Heater
The capacity of the heater shall normally have a
margin of 15%. The end heaters must be
calculated on the average temperature in the
deaerator pipe which normally will be around
100 - 115 °C and at an end temperature of 140
°C. A system that allows both parallel and series
operation of the heaters is recommended.
We always recommend a steam trap of float type
for best results.
Viscosity control
A modern diesel engine is designed for efficient
combustion and optimum power output when
burning fuels ranging from 30 cSt/50 °C to
700 cSt/50 °C, provided that the fuel is properly
treated and conditioned. The fuel injected into
the engine must meet specific pressure,
temperature, flow and viscosity requirements.
Efficient fuel combustion can only be achieved if
fuel temperature and viscosity can be controlled
within recommended limits
Injection of fuel into a diesel engine at the
incorrect viscosity can have a number of adverse
effects on the engine and its performance. A high
injection viscosity fuel, in excess of 20 cSt, can
cause poor combustion in the cylinder of the
engine, contributing to a build up of deposits on
exhaust valves and piston heads and an increase
in lube-oil contamination.
Another problem that can have very serious
consequences is the effect of large and rapid
changes in fuel oil temperature on the injection
pumps. Without accurate viscosity measurement
linked to temperature control, the heaters may
fail to react properly to changes in fuel
properties and engine load. This could result in a
seizure of the pump cylinder liner and the
plunger due to the varying thermal expansion
properties of the liner and the plunger.
Engine manufacturers have improved engine
designs to cope with this problem by, for
example, developing new fuel injection pumps
and nozzles to compensate for viscosity
fluctuations.
However, accurate viscosity control is the
recommended solution.
88
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
Viscosity sensor
On a modern FCM system the EPC will control
the viscosity with an EVT-20 system consisting
of a viscosity censor, 2 x Pt 100 temperature
sensor and a heater board to control the
temperature. This compact, lightweight sensor
accurately measures actual fuel oil viscosity
within ±0.5 cSt to ensure that the correct
injection viscosity is obtained.
The sensor does not have any moving parts. This
provides maintenance-free operation, which
guarantees long life, maximum up-time,
minimal, if any, servicing costs and efficient
engine operation.
Using the torsion vibration measuring principal,
this factory calibrated sensor is not affected by
variations in flow or pressure. A vibrating
pendulum with rotational movement collects
data and the sensor sends the data to the process
controller.
If required, the process controller then raises or
lowers fuel oil temperature in the heaters to
obtain the required viscosity. This ensures
efficient fuel combustion and optimum power
output.
Controlling viscosity is critical to engine
performance. Automation ensures that the
actual fuel oil viscosity meets the set point
specified by the engine manufacturer.
Deviations are corrected by the process
controller, which automatically raises or lowers
temperature in the heater. This ensures efficient
fuel combustion and optimum power output.
89
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
Automation
The new, fully automated Alfa Laval Fuel
Conditioning Module (FCM) brings modern
state-of-the-art information technology to the
fuel conditioning process. Computer-based
automation helps monitor and control FCM
functions with high precision, reliability and
performance.
90
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
91
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
System alarms:
– power alarm
– communication failure
– input signal failure
– temperature/flow switch
– computer failure
– steam valve failure
Following alarms are given to the alarm panel:
– Low pump pressure, stand-by pump started
– Low dearator tank level
– High difference in pressure over automatic
filter
– Starter alarm for all pumps (and filter if
applicable). Each pump has an
independent starter activated by low fuel oil
pressure.
All modules are supplied insulated and heat
traced as well as tested and certified to required
class.
92
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
93
3 BOOSTER SYSTEM DNVPS / ALFA LAVAL FUEL OIL TREATMENT
94
DNVPS / ALFA LAVAL FUEL OIL TREATMENT 3 BOOSTER SYSTEM
95