DK202270533A1

DK202270533A1 - Method and large two-stroke uniflow scavenged internal combustion engine configured for carbon dioxide capture

Info

Publication number: DK202270533A1
Application number: DKPA202270533A
Authority: DK
Inventors: Christensen Henrik; Zarah Friedberg Anja; Koch Jensen Christian; Holt Philip
Original assignee: Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland
Priority date: 2022-11-04
Filing date: 2022-11-04
Publication date: 2022-11-18
Also published as: JP2024068147A; CN117988969A

Abstract

A large two-stroke turbocharged uniflow scavenged internal combustion engine and a method of operating the engine by supplying a carbon-based fuel to the combustion chambers, combusting the carbon-based fuel in the combustion chambers, thereby producing exhaust gas containing carbon dioxide, supplying an excess energy flow (Q1, Q2,…Qn) in the form of a flow of primary medium with a first temperature T1 to a heat pump (80), generating an energy flow (Qr) in the form of a flow of a secondary medium having a second temperature T2 that is higher than the first temperature T1 with the heat pump (80), chemically absorbing carbon dioxide from the exhaust gas into a solvent by supplying a flow of carbon dioxide lean solvent to an absorber (42) and discharging a flow of carbon dioxide rich solvent from the absorber (42) to a desorber (64) and reboiler (62) assembly, and regenerating the carbon rich solvent in the desorber (64) and reboiler (62) assembly through heating by supplying at least a portion of the flow secondary medium to the desorber (66) and reboiler (62) assembly.

Description

+ FEER TS i ER 3 Py pest SYRIEN LL NGEEN AY BSE Tv kogte entry CEN FEI DI SURTFO TY LYRIK METHOD AND LARGE TWO-STROKE UNIFLOW SCAVENGED INTERNAL

COMBUSTION ENGINE CONFIGURED FOR CARBON DIOXIDE CAPTURE

TECHNICAL FIELD = tk ie AX kr Vo ra grå ve ge art - og Ton 5 Port pe An ren eg Feb even må 3 The diselosure relates ta large two-stroke internal er 3 hae Ae fee an Ey ve - 5. ar - ee {ima toge Yom ye, AN ame Are + + x 3 > combustion engines, in particular, large two-stroke uniflow i or ong an 28 ye de ovn om I ogs de SF oe Iya ev vara + 3 cnr yen me en b ed pe Lyse socavenged internal combustion engines with crosshesds running a sm Frsurie Fin er Fi el on SMU ff 3 His Eyres Fu oo AE var on a TALDONnT-BDAaSEeOA ued (JASE0 US OF LEG FULL), CONRFIOUTKDeSU i $ = d= 4 % i År 3 i 3 mee i ~ = . > to reduce carbon dioxide emissions, and to a method of 0 ons ratir such a tvoe of sngd operating such a type of sngine.

BACKGROUND Toa ren two-stroke turboot pre gt å hv OY vet SPS tt 1 ed Sæt ena) Large LUWO-SLYOKE CLKOOCnargea UuUnLELOW sgavengsaq internal combustion engines with crossheads are for example used for 18 propulsion of large oceangoling vessels or as the primary mover 3 wr ~ 3 ; & Tas KF re J J oe es > in a power plant. Not only due to their sheer size, these two-stroke diesel engines are onstructød differently from CLWO-SLrOKEe ALESE ELNJINES ALE CONSTYUCCTD« ALELSEKFONLIV LON NT ther internal combustion angl Their exhaust valves anv ocnhner 1l1nlernaf COMDUSTCLOD SNJYINe, NSQTYL EKNALET valves a Ps oe ee 3 AU YU + + ae re an wm - FI … em ger £7 + On may welgh up to 400 kg, pistons have a diameter of up to 109 øer I 3 t he TRO Nr TRY vre erat rr RN I MEN in + rn combust ho << gm ar Che mmak)lEuvm Operating DFeS3SUFE 19 CM COMTMDUST LOD bmi + 2 3 oem i OY veep bb 3 em Ye FR WAT yee ES. SS 4 Sd py chamber ls typicaily several hundred bar. The forces involved md boheme, sner mer en r - ode 29 or Er, a FE mn Ty at these high pressure levels and piston sizes are enormous. > ag dog ax? ES pa ay end ah en ren cl 3 we A i som 7 I ER: a i cy Ee Large two-stroke turbocharged internal combustion engines 5 ib oy 4 = ; ny vr de ed 3 & 3% Ban Fax org 3 4 % Stå På 28 that are operated with liguld fuel (e.9. fuel oil, marine J 5 mg - Fnr + 7 ir dm, en yn 1 Så er år trin i … n FTN A - … Je diesel, heavy fuel oil, etharol, dimethyl ether (DME) or with fr, NERE Fr Fr or PE i 2 of 9 mr 3 Fr, es fY KISS de rr. Yak “oe gaseous fuel (e.g. methane, natural gas (LNG), petroleum gas he . 5 . (LEG), methanol or ethane). TE risene ob Yond ge 4 crt +" - me veste ÆT SA øm x NEES Vy Bg mg ie mE A ey 30 Engines that operate with a gaseous fuel may operate according to the Otto cycle in which gaseous fuel is admitted by fuel ven i krøse — OL PR oy 3m vers el 34 m 3% = ~ Try ye oy + er a -] . Valves arranged medlalliy along the length of the cylinder ie me 3 + Em SFT oT ows opm NTE Ey "yt 4 = 4 Irn on ge ~ re = 3 A de liner or in the cylinder cover, i.e. these engines admit the v io 7 Sa4 hr 4 : To 44 on NA 2 . : Dory + nr = gaseous fuel during the upward stroke (from BIC to TDI} of gr Yon em x . 2 æg fm FOT £2 cob Te em a + kren pe on wr od the piston starting well before the exhaust valve closes, and bod NITY WEY oy TE ded rå wee FF rm mma Fras co a ed Een TER AY FLAY SE TF Tem compress a mixturs of gaseous fuel and scavenging air in the LN Pr ede ørn, ree Tomy ora Fn Fe rå == Am Så 3 my i dr mare dn ir an ay es = + + mles = ir - combustion chamber and ignites the compressed mixture at or near TDC by timed ignition means, such as e.g. liguid fuel Sf oF F + injection.

TN Te 3 mee + mg øv i er ~ rå + Ar 5 mesa se > - Tee i med æN gt Engines that are operated with liguid fuel, and also enoalnes - ey - ~ ør > øer 3 ed 53 ere irer I cd oy de Fr 3 7 > Ad 3 that are operated with gasecus fusl with high-preszure 3 Åen ge års fer Fe de SNEEN €3 ERNE ex mæ TS awry om Tine.) mrk, bd et en injection, inject Lhe gaseous- or liquid fuel when the piston 3 Ts 2 mo 0 ede PRUT i : fu " 4 = eg 3 is close to or at TDC, i.e. when the compression pressure in the combustion chamber is at or close to its maximum, and are 78 + nen ga i å ENS armeret Eg TS oxi esd tir em 3 i rå + 18 thus operated according to the Diesel oyele, i.e. with r Ao Soy 3 34 4 compression ignition, fr + 3 eda pe eo EN oo or > I 3 a 2 Ney eee 4 am Søn dre The liguid- and gaseous fuels used in Known large two-stroke pr ae de sn en hy a pe rå ene re a PA AN NT wd endt er fees ey 7 … Tore en Ho 3 ne - io > turbocharged unit flow scavenged internal combustion engines 5 cv ant Fo nomen åre 0 m sn em mer den ar 3 Stan ep es = ENN YE eb my mem ed Fries om abd generally contain carbon, 1l.e. these are carbon-based fuels, ped fed an emp nrg rd 3 pm.

Eo i fo be år A pr em pb and thelr combustion results in the generation of carbon FE: rå + Inde AQ aa dne 3 emir, + hr rr rs en we FS mB ea + 2 A dioxide that is exhausted into the atmosphere, Carbon dioxide Sew oom 4 se - eo em STE FED RS 3 og | bå se br ge 4 sd + roe do rr oy te em emissions are generally considered to contribute to climate ~hange and to be minimised or avoidad Change and LO DE minimised OP aveilidagd. 3

TE ry aT TT EV eT ov gt - STR om, mr i SE o ow i go = 3 J - mi Fm Known Carbon Capture Technologies are typically classified into three categories: post-combustion C02 capture, pre- ; ; Ny mr? = ] ret Fit 3 3 i Dr en combustion 002 capture, and oxzy-Ffuel combustion.

Pre- aa fa 2 - år & + 3 & men 2 + 32 - ‘ combustion means separating and capturing the carbonaceous TY SE EETY YB 2 FY en iy AR a peo A Tey io en rr ee rr components before the combustion of fuel.

DK 2022 70533 A1 3 In pre-combustion carbon dioxide capture, the fusl is reached first with oxvgen and/or steam and then further processed in a water-gas shift reactor to produce a mixture of HE and COZ. The COZ is captured from a high-pressure gas mixture that contains between 15% and 40% C02. An advantage of pre- combustion is that the gas volume regulred for processing 1s greatly reduced and the CO? concentration in the gas is increased. This will reduce energy consumption and equipment investment for the separation process.

In Oxy-Foel combustion, the carbon-based fuel is combusted in re-circulated flue gas and pure 02, rather than aly. This limits its commercialization potential dus to the high cost of OZ sevaration. The oxy-fuel combustion technology consists 18 of an sir separation unit where the nitrogen is removed from the air. Then the carbon-based fuel is combusted in the re- circulated flue gas and pure oxygen, The flue gas now, orimarily consisting of particulate matter from the combustion, C02, sulfur oxides from the fuel and water is 29 sent ta a particulate matter removal unit, sulfur removal unit before condensing the water out, leaving a stream of COL that can be compressed. The main advantage ls that it enables nesriy 100% COZ capture.

2% In post-combustion technology, the carbon based fusls are combusted as in conventional energy generation, and the COZ is captured from the exhaust gas, This carbon separation technology is roughly divided into four sub-areas, namely, absorption, adsorption, membranes, and ecrvaogenics. An amine 38 solvent can be used to capture the C02 by absorption from

DK 2022 70533 A1 4 exhaust gas. Here COZ is captured in the solvent, followed by a regeneration process of the amine. A drawback is the massive scale-up of power plants and the substantial energy required for the carbon dioxide capture process, In particular, a very significant amount of energy is required for amine solvent regeneration.

SUMMARY It is an object to provide an engine and a method that 19 overcomes or at lsast reduces the problems indicated above, The foregoing and other oblscls are achieved by the features of the independent clalms. Further implementation forms are apparent from the dependent claims, the description, and the 18 figuras.

According to a first aspect, there is provided a large twoe- stroke turbocharged uniflow scavenged internal combustion engine with crossheads, the engine comprising: 28 at least one combustion chawber, delimited by a cylinder liner, a piston configured to reciprocate in the cylinder liner, and a cylinder cover, scavenge ports arranged in the cylinder liner for admitting scavenge gas into the at least one combustion 2% chamber, a fuel system configured for supplying a carbon-based fuel to the at least one combustion chamber, the at least one combustion chamber being configured for combusting the carbon-based fuel thereby generating a stream of exhavst gas that contains carbon dioxide,

an exhaust gas outlet arranged in the ocvlinder cover and aft QCKOAAUST FAE UL LOL al lagged IL LIE OF LPR LIV.

CAT SE ge oy 1 rå ~ = on p Gre A rn controlled by an exhaust valve, the at least one combustion chambsr being connected to — — " - PO.

You + + + - a scavenge gas receiver via the scavenge ports 18 and to an 5 avhaust gas racaiver via the as hatnist gas outlet 3 SKLaUuUsSt gas ragelvel Via TONE eXiaust Jas Quien, an exhaust gas system comprising a turbine of a + rboot J aw ye it apy 2 3 rør Fry +? = i mur af exe bs us ie FYS turbocharger system driven by the stream of exhaust gas, an alr inlet system comprising a compressor of the i — - - + Te EO A næ — rød mm € PRT Fr turbocharger system, the compressor being configured for 70 & vi eså er ro 5 wey Pa x, 34% ro + Ste TEN tg ry 19 supplying pressurized sdavenge aly Lo the scavenge gas recsiver, A er ge 3 - - mene € + 3 9 ømt - yy ey ; ri at least one excess energy flow Ql, Q27,.0n being tå a oy be 3 3 ag - og S je je år & 4 generated during engine operation, rr 3 br gr hg gås 3 EF An | ‘5 e dø År $e rr ØS £ » an absorber, prefersbly an absorption tower, for 38 RE AT FY er Eg Få Sere 3 ed Er vw TT Ey 183 absorbing carbon dioxide into a solvent, 3 Fre , 5 3% gt Ch I - - a 3 + i i a desorter and reboller assembly for desorbing carbon at... os 5 -"" dioxide from the solvent, ble om le ee en geder ge J vp P= rv? gpa md 3 pres TEE ky een J, the absorber having a solvent inlet regeiving carbon 3 wd ad 3 en von rand ff - 3 re in a ay eyed an ar Tov dee FT ade dioxide lean solvent from the dezorber and a solvent outlet sn > i syd Pe re PY mr 5 rå rr & he riet eyed . ze supplying carbon dloxlde rich solvent to the desorber, bre a os ae I mv nn Fv Jey Ey " § EN AE mr ir om vr the absorber being arranged for the stream of =xhaust og J 1783 år rs en, - army — & 5; DMA OD. pm de ve er ar ry ede gas passing through the absorber for separation of carbon ped pes pe M FÅ oe ep I fee ge leg — gee de gegen fre ems ÆT - rer gm oe wr amr emer wena en myn ab eer oy 1) ver Bon cov pom pepe de Ean ae dioxide from the stream of evhaust gas by chemical absorption inte the solvent LOTS CNE SOLVONT, 3 tog od nd sn de Et gr Tn omy rr vig . yo the descrber and xvrebeiler assembly having an inlet ry pm Aa endo AAA ei le 4 emir mr Sure SR. $e in er fe år . rr od receiving carbon dioxide rich solvent from the absorber and rw on pp A oy de Sy Vrå mer rs æn be ey yt 3 + ode, oe, ge ere, på A + ~ , an outlet supplying carbon dioxide lean solvent to the ahsorher, 3% 3 5 3 3 3 i en gr « den, " 3 3 + SÅ ga ke 3 > ~ the desorber and reboller assembly being configured for heating the solvent to release carbon dioxide from the solvent, and

& + + en = or Ty on very mene TA Lp Ts eN a on he 9 urs = 3 rs at least one heat pump configured to receive at least a net i Av Af Fhe af Tanod OAP OYMSSS OT ÆT ng YT MY rå 3 portion of the al least one excess energy flow DI, D2,…0n in : Aa > 7 £ i 34 + 1 pr ÆT ge the form of a flow of a primary medium that has a first temperature and LEmpe ALUKLE and,

the at least one heat pump being configured to generate en eg pm rr a FN £ Ton gia Se Po ÆT . pp" Le AN ET py AE SL ye Så ar an energy flow Qr in the form of a flow of a secondary medium rn 5 SE te rar wm ona on od be ge ør, pm og Ste een TERE So Ty ven, de soen Nn eden ge de dn a + 3 es de having a second temperature T2 that is higher than the first > ne eN en en gon ; nw 5 a i - 3 EN ka 5 2 - r k temperature, wherein at least a portion of the flow of the ay 35 måder 3 St Timor > Penn r ERE et 3 ~ secondary madium is supplied to the desorber éo and reboilex

TN oles EE ev 4 3 82 assembly.

The amount GE OSATYENSNSYRP Feast IN Mgartl for ener TY LY a bl 3 ru the cen arent 3 Lhe amount or energy regulred [07 regdenerailing the solvent 18 ; sg fe 3 ~ ~ +r iyi 0 +) år å > significant and can amount to over 60% of the engine shaft FEER — rd To 3 tres Yeon Phy + On - For oe røn be oe Sy mg 43404 + + vower deliverså by the large two-stroke internal combustion 13 engine.

Such a penalty for the energy efficiency of the engine 3 eee Få rr Fon - : + å i Fre må Fr; a 4% me would render the oparation with a carbon dioxide capture oy or od må Fd 3 Låg ' pe odors ~~ 5 aes - 4 mg system significantly more expensive compared to an engine + + & : = mr ge ~ ~} 3 rå ~~ £- J Ee aa 3 SET Wi < % without such a carbon dioxide capture system.

However, the 3 ra Wn pe grå . wr Vo en ed + Tay ome - 7 - ra am ov sr i ge r å ~ 7 rr. inventors realized that a large two-stroke diesel engine sn NE RE yen est 6 £ en Ea [I ler mt bt ur ef 289 generates several streams of excess energy, also called waste i +, — oF åg + oo SR + hen + Sene frø in re my heat, for example in the scavenge alr that nesds to be cooled, år 1 rese + in me A er YT yan J 3 fie, - > rr - in the cylinders that require cooling, and in the exhaust gas that contains substantial amounts of thermodynamic energy. “rr ET a ye ~~ ek ay E sø For in, ny ar me > gå > wn pe - ÆT w epg 3 2 The flow of energy from these excess sources of energy is DE burd sal + Fa Fey ff a rå ar emt en ge 4 - typically in the form of a medium, e.g. water with a Fr PT TT IT (peers A by om Dm mr PA md nv For, 4 me : tr fo am NE 3 temperature that is insufficient for use in the desorber and Ye me NY gn py be pe is ie ev by 1 TI rT TENT re ye - - 2 pres vs de pei 5 3 - - the regenerator assembly, However, the inventors had the i ; da Ye da} . - pr 7 er ør da} pr A ny - 3 insight that the excess energy from these energy sources could hg g Fm EIN AAT RT 1 To he Yue rr 3 + = be used for regeneration of the solvent by using the heat 3 Sr try - er - rs A Tre ved + - 3 - ES or By 4 3 så rå wt hd wd SKR LAA R.A AED Th SELL £ rn kr 33 TA LYRIK EDI CA 3. RS LEER Ao AAR KATE

31 pump to generate a medium with & tlemperatyre that is high enouah fo 18e in the densorbe)j and regenerator assembly Toy at as da hd rl Få KE ter gy = Ee Ned de Pi fa 0 SA fe wy 7 MORE A 1 hak bed ken on BU Pe a Apes nough for use in the desorber and regenerator assembly.

Fo

DK 2022 70533 A1 3 example, when an amine solyutlon as the solvent, the optimal operating temperature for the regenerator ls typically between 120 °C and 130 °C, whilst the temperature of the medium can be supplied through use of the above-listed sources of excess energy is typically between 35 ”C and 80 °C.

In a possible implementation of the first aspect, the at least one excess onérgy flow Ql, Q2,.0n ls generated by one or more of: - a heat sxchanger that transfers heat from the stream of ezhauvst gas downstream of the tyrbine to a primary medium that ls supplied Lo the at least one heal pump, - a heat exchanger transfers heat from the scavenging air to a primary medium that is supplied to the at least one heat pump, - a heat exchanger that transfers heat from a oylinder cooling liquid to a primary medium that is supplied to the at least one heat pump, ~ a heat exchanger that transfers heat from a stream of 28 carbon dioxide containing gas generated by the desorbher to a primary medium that is supplied to the at least one heat pump, ~ 3 heat exohanger that transfers heat from a carbon dioxide liguefaciion unit to a primary medium that is 2% supplied to the at least one heat pump, — a heat exchanger that transfers heat from a flow of carbon dioxide lean solvent from the desorber to the absorber to a primary medlum that is supplied to the at least one heat pump.

DK 2022 70533 A1 ~ a heat exchanger that transfers heat from a flow of lubrication oil to a primary medium that is supplied to the at least one hest pump.

In a possible implementation of the first aspect, the engine comprises 8 flrst healt exchanger downstream of the turking © af the {turbocharger system, the first heat szchanger preferably being a boiler configured for generating steam, and a second heat exchanger downstream of the first heat 16 exchanger, the second heat sxchanger being configured to transfer hear from the stream of exhaust gas to a primary medium that is supplied to the heat pump.

In a possible implementation of the first aspect, the heat 18 pump comprises an evaporator for evaporating a heat pump medium, the evaporator being arranged to receive at least a portion of the at least one excess anergy flow Q1, 92,..0n. In a possible implementation of the first aspect, the heat 29 pump comprises a condenser condensing a heat pump medium, the condenser being arranged to incrsåse the temperature of a medium that is supplied to the absorber and reboiler assembly. In a possible implementation of the first aspect, the heat 25% pump comprises a fluid loop, the fluid logy comprising an evaporator, a condenser, a compressor, and a throttling valve, the compressor being configured to cycle a heat pump fluid through the loop.

38 In a possible implementation of the first aspect, the heat exchanger is configured for exchanging heat between a flow

G WF smrhan Ai mw debs Teme arm ren For - es meter 3 of carbon dioxide lean solvent from the desorber to the on Yen ie ve Te wr ed — TT nd AS ea pb end AAS nerd ede on ute won Tovrea A 3 + fr absorber and a flow of carbon dioxide rich solvent from the absorber to the desorber.

In a possible implementation of the first aspect, the solvent is an amine sclution, preferably an agusous amine solution.

In a possible implementation of the first aspect, the engine 0 comprises ar, amines sorubbler i the axhaust gas stress LU COMPYILSES an aming SCYUDTÆE IN ne exhaust das strean, dren we Yen nm of tt ~~ a hao rhe Fre PERE + oy vert 3 9 e Fe en +1 > UOWNSLYSAN OL CNE AMSOLDEK LOF KSMOVLAGg amings Iron CDE exhaust gas. In a possible implementation of the first aspect, a selective catalytic reactor is arranged in the siream of exhaust gas, ay ge on a dr A " a A Te Tn eo ar ny ST A dn 4 - upstream of the absorber, preferably upstream of the turbine for reduction of nitrogen oxides. in a possible implementation of the first aspect, the amine 3 men i pp be fe ey den oy wd pe en de EN EEN Yh FÅ AN ey - FÅ my øn ynde ST, ze solutlon comprises primary, secondary, and/or tertliary amines. A - ar — Ve fr VR ey Fr - wer FT gen en Ft ey pg ende i en aon Tren EP In a possible implementation of the first aspect, the solvent ERP. 3 ++ fo bå øn tort Sa fy en ET pn en a Tors Sv, Em RTE mo + MT - Ty f% TY is a NaOH/KOH solution, preferably an agueous amine NalOH/ KOR = ~~ i 238 solution. In a possible implementation of the first aspect, the temperature the medium esupplisd to the pump is between ed i 4 Df De 3 on Å det + Dy ao, ] 1 approximately 35 C and approximately 84 C and the on TYNE DS A 11 ey AA +R HØ rrr irre 4 met Fess HW vr for Flo elem ores grå - temperature of the medium supplied by the pump to the desorber - w epe moede sn oh SK Fer Ååo meters mv Er: Or yr od and regenerator assembly 1s between approximately 110 "C and

DK 2022 70533 A1 10 approximately 160 "0, preferably between approximately 134°C and 150 "CO. According to a second aspect, there is provided a method of operating a large two-stroke turbocharged uniflow scavenged internal dombustion engine with at least one combustlon chamber, the method comprising: supplying sa carbon-based fuel to the at least one combustion chamber, 18 combusting the carbon-based fuel in the at lsåst one combustion chamber, thereby generating a stream of szhaust gas that contains carbon dioxids, generating at least one excess energy flow QL, QZ,.0n, supplving at least a portion of the at least one excess 18 energy Flow 01, 02Z2,.0n in the form of a flow of & primary medium with a first temperature to a heat pump, generating an energy flow Qr in the form of a flow of a secondary medium having a second temperature TZ that is higher than the first temperature Tl with the heat pump, 28 chemically absorbing carbon dioxide from the stream of exhaust gas into a solvent by supplying a flow of carbon dioxide lean solvent to an absorber and discharging a flow of carbon dioxide rich solvent from the absorber to a desorber and reboller assembly, and regenerating the carbon dioxide rich solvent in the desorber and reboller assembly through heating by supplying at least a portion of the flow secondary medium to the desorber and reboiler assembly.

38 In a possible implementation of the second aspect, the at least one excess energy flow Q1, Q2,..0n is supplied by heat exchanging the primary medium with exhaust gas in a heat Sy Sp BY 23 FY A o ns År Ge, = 4 By i Nv gabe 3 ve + + A 5% ge de då ay Sn exchanger downstream of the turbine of the turbocharger > rå - I mr 3 3 % 3 i fr 3 - 5 rig % 7 - system, preferably in a heat exchanger downstream of a boller nN A Å he 3 3 x da rå To + goder hen, 4 LI, en, Fr 5 that is arranged downstream of the turbine of the turbocharger system.

Te 2 Ng ey hl e Foy le ev oad oT fe == tt KS EN et ved mar ven år ++ en ne 39 Ty aed AT & DGSESSILODLE Lnplemalitaiion on CNE SeCond BSDOCL, ng melinod comprises supplying a flow of gas containing carbon dioxide då i v i J < i 3 3 Fr - + Fr an an = ~ and water generated in the desorber to a separator fox or ye + : ; + oy 3 3 rå rå 5 - Foy fev gy pr om År i, 18 ssparating the carbon dioxide and water, ths separator nrafarahly bed sr == ries eo aia dr ven Fem op ht a " £1 nT ens Ey oO DrAreraniy Oeind & KNOCKOUT Quam LO ODTAIN & FLOW DE a gas en Y on bo 3 5 en fn) nå 3 5 od rr FT my ÆT . Om Å AS OS 4 3 ss mainly containing carbon dioxide and a flow af a liguid mainly containing water, 1 Tin mg ey se mn FT å res 3 SE 2 RR, KS ØS nam gol SR ESS NG Re dr ER ed 13 In a possible implementation of the second aspect, the method + cl mp > a ~~ + 3 ” 5 rr Loe 2 f mA comprises supplying the flow of gas mainly centalning carbon me rå bo, 3 . 3 Pe x dioxide to a limuefaction unit. + - “end dn 7 : 7 ende on de vw < - vpn enn 2d ay en + - + este end In a possible implementation of the second aspect, the method somre) se Vienrefulino Fh År pan an ne FS PR. ey ayy vil sr en yt mi ori ye << comprises Læuvervylhg hg SlCrestm ay gags mainly TONMTULIDLAO mye FR nei ele: A EF: Ey ie 4 + Fe otto Aa my ede mo ev carbon dioxide in a liquefactlen unit to obtain a stream of 73 SFT nr de 3% ie liovyefled carbon dioxide. + . EN KS oy RS, Tg x or Eg evt en 3 4 'ves, + . oy RAN I ayn se . søn dee 3 J In a possible implementation of the second aspect, the method DE wos pn = : 33 mem Yv in re, ox EN ~~ VA nr Se or er dn SE ig 25% comprises directing the stream of ligunefied carbon dioxide % - TTY Tem TT me = Ee di or + de hr den nd SFT TY 3 inte a liguefied carbon dioxide storage unit. ce ] Ad 39 em : 1 ra . These and other aspects will be apparent from the embodiments ; hd eet Yes GASCFIDSEOA DEIOW, 30

DK 2022 70533 A1 12

BRIEF DESCRIFTION OF THE DRAWINGS In the following detailed portion of the present disclosure, the aspects, m0ombodimernts, and implementations will be explained in more detail with reference to the example embodiments shown in the drawings, in which: Fig. 1 is an elevated view of a large two-stroke diesel engine according to an example embodiment, Fig. & is an elevated view from another angle of the large two-stroke engine of Fig. 1, Fig, 3 is a diagrammatic representation of the large Lwo- stroke engine according to Figs. 1 and 2 in an embodiment, Fig. 4a is a dlagrammatic representation of a first embodiment of the heat pump used in the embodiment of Figs. 1 to 3, Fig. 4b is a diagrammatic representation of a second 18 embodiment of the heat pump used in the embodiment of Pigs. 1 to 3, and Fig, & is a diagrammatic representation in more detail of an embodiment of a heat pump used in the embodiment of Figs. 1 to da, and 29 Fig. & ils a diagrammatic representation of the large two- stroke engine according to Figs. 1 and 2, in another embodiment,

DETATLED DESCRIPTION In the following detailed description, an internal combustion engine will be described with reference to a large two-stroke low-speed turbocharged internal combustion crosshead engine in the erzrample esmbodimentse. Figs. 1, 2, and 3 show an embodiment of a large low-speed turbocharged {two-stroke diesel engine with a crankshaft & and crossheads 9%. Figs. I and 2 are elevated views from different angles. Fig. 3 is a

DK 2022 70533 A1 13 diagrammatic representation of an embodiment of the large low-speed turbocharged two-stroke diesel engine of Figs. 1 and 2 with its intake and exhaust systems.

In this embodiment, the engine has six cylinders in line.

However, the large low- speed turbocharged two-stroke internal combustion engine may have between four and fourteen cylinders in line, with the cylinder liners carried by an engine frame 11. The engine may &.9. be used as the main engine in 3a marine vessel or as a stationary engine for operating a generator in a power 18 gration.

The tetal output of the engine may, for example, range from 1,000 to 110,000 KW, The engine iz in this exampje embodiment an engine of the two-stroke uniflow scavenged type with scavenging ports 18 in 15 the lower region of the cylinder liners 1 and & central ezhaust valve 4 in a cylinder cover 22 at the top of the cylinder liners 1, The scavenge gas is passed from the scavenge gas receiver Z through the scavenge ports 18 of the individual cylinder liners 1 when the piston 10 is below the 29 scavengs ports 18. When the engine is operated as a premix engine (Otto principle), gaseous fuel containing carbon (e.g.

Methanol, petroleum gas or LPG, methane, natural gas LNG, or Ethane) is 25% admitted from gaseous fuel admission valves 507 under the control of an electronic controller 100 when the piston 10 is in its upward movement {from BDC to TOX2) and before the piston passes the fuel valves 507 {gas admission valves). Gasecous or liguid carbon containing fuel (e.g. fuel oil) is injected at high pressure {preferably 300 bar or more) is injected into the combustion chamber fuel valves 50 when the piston 10

A ge + ATS ary me FEIT © re + AT SER gi 3 ry x + - = om + x … 3 is at or near TDC.

The fuel gas is admitted at a relatively low pressure that is below 30 bar vwaeferablyv helow 25 bar LOW prassvtre han 18 DQOLOW SU DAY, PDFELSTADLVY DS10W £0 DAY; ore praferabhly below 20 be av vopliend hy amin Fire? more preferstgly alow ZU Dar, and supplied DY a Qase0ous KUSK ” rd 4 7 re Am pe i i Bla 3 I Få o ah ng + ae, supply system 307. The current containing fuel for injecting pod + tt “Foy Foy pm cre Varm RF Per mares TS ened hg Ps 1 ot rex gare 3 through the fuel valves 50 is supplied by a fuel system 29. TF ople rps eN TE Ca peers ee nd Reh ne bens SL pn a ta br ong Se msrre giv — 3 High-pressure can elthér be generated by the fuel system 30 {com Ho Pr em + 3 nr + tt os Fri ra Lve > so FIT En en Fyren ? ædt Rarer A rå ER common Fald) OF 18 Tig LUS.

ValLVES DU, [he LUVel SALESLOFP Af Tome Ty ax see SE tos x 7 MR ne de oe : == - oF . valves 50% are, preferably evenly, distributed around the Sd En far SE hE tha 2:1 3 mig Timer arr ara 3 ER: sc2rovuumterende Oo TOS CYLINGEE LINGE and Liaced in the central 3n 2 os mm ey oer ede ¥ + 5. var lS aq eda TR ves - rre = ye gr SY region of the length of the cylinder liner 1. The admission of the gaseous fuel takes place when the compression nressure OX Che VJASBOUS [lal TAKES plas whieh he COMPLESSSLOLn Dressure å en mol otte) ap 3 Fy 3 en ery ~} TNE vn the + ry Pay SØSERYSE EAR <Q HE. reiatlivelry LOW, 1... MUCA 1OWEY han the COMPFEBSLOnn rå + i i me MTN or -~ to 3 . 3 : 4 pressure when the piston reaches TDC, hence allowing admission at relatively low pressure. 15 I Aa " 3 3 _ a fy 3 — rr me 2 io A i - - When the engine is operated as a compression ignition engine 9 LY Smid havre mn vr + = rn + 5 rad EVE sr {Uiesel principle) there are no gas admission valves 0° and i rr en A Hm % {or oe ae Td mad Jed am de og AY the carbon containing fusl {gaseous or liquid) is injected at Fi - ur + bi ; fis Æg va lyre WY Vs + 3 endt om 4 Mn high pressure through the fuel valves 50 when the piston 18 AR zoo an Ar ae eg pigen ver TERE 28 le at or near TDC, a i om de TO Ao rn 2 erie, TF vena 3 mer me er - da ytre z A piston 10 in the cylinder liner 1 compresses the charge of gr am Ten 7 em J ox ea o~ ED 2 i 3 Conn tr rg gaseous fuel and scavenge gas, (or compresses the scavengs ge 2 ye ey KA - rå rn en År om, Se må dr Tera 3 Dovey on pede 3 any + TENS 1 , gas in case the operation is with fuel injection al TRO only) 3 arie? mt 5 om Try + nq A A Am red ET minst + : 2% and at or near TDC ignition is triggered by injection of the = - —- + SS br. - Taye Feer, dan 4 = Yan rå a dm in rer = ir gen Teor fuel at high pressure from fuel valves 50 that are preferably op ev rå 3% ther met 4 wn ete RR rer 2 3 . + Sme i + - = 4 = Så arranged in the cylinder cover 22 or through the compression 3 - ? «od %å a SA 4 Ki pte Xa A a TRY F . in case of liguid fuel injection at or near TIC only.

Co husti + 1iows sam axha at ne rrAntalintn i bon Ain tide JOMODUSTLON LOLLOWS And EXNAUST Jas CONMTALNILNG TaFOONn digxide Sr å gr Fr BE Br py 38 is generated.

” % + = i Tex 3 3 wry em ir Jr; ONE em år 4 em yn er OY reg When the exhaust valve 4 ls opened, the combustion gas flows hy eet & Mrarnmkitedt $ fe Pret OMØ SPM APR wd + ~ mi ins 9 through a combustion gas duct associated with the cylinder 1 into the combustion exhaust gas aay 3 and onwards through 2NCO CNE COMQDUSTION/EXNAauSt Jas KFECEIVer 3 and onwards TNLowgn To 2 + rr" Fi & + " 4 i ” 3 - 1 ds 1 ye a first exhaust gas conduit 19 that includes a selectively E oy Ae em re ry on Fe ae DTD AT ae ge rn En ed Se pe = Dof eit oN Sd ES FRI her | 2 ay 2 catalytic reactor 33 for reduction of nitrous oxides (NOX) in the exhaust gas.

Throw mo ahaft + He fred een SQ le å rener SER aS Sar 7. avi + mi iINKOUGgN a SMNaTT, the TLOFDINE © drives 3 oompressaer f supplied 3 A Sane, gr dn eG a 5 ey J Tom de = Fin oro = ør É hr 4 - with fresh air via an air inlet 12. The compressor 7 delivers 3n OKSE ES KER AS SE PSR FED YDES + gt dem ge Sr Nd wn ek etre TD fey mele ~ pressurizsd scavenge: alr to a scavengs air conduit 13 leading - + AE ENØ ENN FE Es = oo ng OXE WN ~~ te a EE SN sn 4 ge 5 ts eigi de to the scavenge airy recelver 2, The scavenge alr in conduit +R enes pn gren €5 1 se de en pr em ge on A A E pm en een pn FO3 - få hy om npn ya UCI 13 passes an intercooler 14 for cooling the scavenge alr.

TY 3 A By poy ie esr Fo mgm oy x Foes By nr + INTE eo + rn Fe — A or Tn fg 3 AT + Either upstream (shown) or downstream {not shown) of the 15> intersogler 14 the exhaygst gas recirculation conduill 3% dd lm mae member d dE me Tad me bå. connecta to the scavenge air conduit 13. At this position, recirculated exhaust gas is mixed with the scavenge air to z »Å LO UGL Soild D Yds AD { A wa Ll Ad SOV RITgE AL + Bn ge EPS RFE - i I em Aen les CT TN PTES py . 3 xrey form scavenge gas that flows to the scavenge gas receiver 2. s Pete dt tesen, mee OU oo] - en Åge ev + vil i jo on on wy Et nen od + A controller 100 (electronle control unit) is configured to an rå såe åt — 3-Å sed de gå YE Fa nn TY må er om 3 nedre rt re A adjust the ratio helwsen the scavenge air and sxhausi gas in the scaverge gas ag will be described 3 greater detail LEE sSLavangs FAD oli WIE +? MSSCK1DEO0 LIN grea LE Seta i below. en on 1 ÉN . == ae sr en "ye me Or TES ays - 3 Fd de EY rens - The cooled scavengs aly or gas passes via an auxiliary blower sg ve Syd rer gs J na 5 vr ge + ir by ny å OLE! NI mr 2 ~ 18 driven by an electric motor 17 that pressurizes the - FE Er rg neal em > ry meeen tom fi im yr Ey - - EK scavenge airflow when the compressor 7 of the turbocharger & does not deliver sufficient pressure for the scavenge alr 3 opm rr 4 3 i pl -~ : % 7 3 - fod ld gr recelver 2, i.e. in low- or partial load conditions of the 3 ye 3 2 Ser A rå y & bg ai i er ER - mv TR engine.

At higher engine loads the turbocharger compressor 7 TE et dre yn wa TAA ed rt SN, FED SC Eh ØS SY YYEN SS FRE må ae så Tenn ye dn 38 delivers sufficient compressed scavenge air and then the - 314 mo Year TE im spy mma ed wed So og em ren bor yt om laves TE TP auxiliary blower 16 is bypassed via a non-return valve 15. It

DK 2022 70533 A1 16 is noted, that the sxamination may comprise more than one turbocharger 5, thereby forming a turbocharger system, The controller 100, which as such may be comprised of several interconpneoted electronic units that comprise a processor and other hardware for performing the function of a controller). is generally in control of the operation of the engine and ezerts control over e.94. gaseous fuel admission {guantity and timing}, liquid fuel injection (quantity and timing), and 19 opening and closing of the exhaust valve 4 (Liming and extent of 11ft), recirculated exhaust gas ratio and operation of various ooclers, pumps, and other egulpment.

Hereto, the controller 100 is in receipt of various signals from sensors that inform the controller 109 of the operating conditions of 18 the engine (ferngine load, engine spead, blower speed, svavenging gas temperatures, exalt gas temperature al various locations, exhaust gas temperature at various locations, pressures in the scavenging system, in the combustion chambers, in the exhaust gas system, and in the exhaust gas 29 recirculation system.

Preferably, the engine comprises a variable timing exhaust valve actuation system allowing individual control of the exhaust valve timing for each combustion chamber.

The controller 100 is connected via signal lines or wireless connections to the fuel valves 50, the 28 liquid fusl admission valves 50/7, the exhaust valve actuator, an angular position sensor that detects the angle of the crankshaft and generates a signal representative of the position of the crankshaft, and a pressure sensor, preferably in the cylinder cover 22? or alternatively in the cylinder liner 1 generating a signal representative of the pressure in the combustion chamber.

DK 2022 70533 A1 17 Depending on the engine size, the cylinder liner 1 may be manufactured in different sizes with cylinder bores typically ranging from 250 mm to 1000 mm, and corresponding typical lengths ranging from 1000 mm to 4500 mm. The cylinder liners 1 are mounted in a cylinder frame 23 with a cylinder cover 22 placed on the top of each oylinder liner 1 with a gas-tight interface therebetween. The piston 10 is arranged to reciprocate bøstwesr Bottom Dead Center (BDC) and Top Dead Center (TDC). These two extreme positions of the plston 10 are separsted by a 180 degress revolution of the crankshaft ©. The cylinder liner 1 is provided with a plurality of circumferentially distributed cylinder lubrication holes that are connected to a cylinder lubrication line that provides a supply of cylinder lubrication oil when the piston 10 passes the cylinder lubrication holes 25, thereafter piston rings in the siston 10 (not shown) distribute the cylinder lubrication oil over the running surface (inner surface) of the cylinder liner 1. The cylinder liners are provided with a jacket {not shown) and jacket cooling water is clroulated in the space between the jacket and the cylinder liner.

28 The liquid fuel valves 58 (typically mere than one per cylinder, preferably threes or four), are mounted in the cylinder cover 22 and connected to a source of pressurized carbon containing fuel 309, The ligquid fuel valves 50 are preferably arranged around the exhaust valve 4, in particular around the central outlet (opening) in the cylinder cover 22, and circumferentially evenly distributed, The central outline åg om et Ye _ trins 8 r ra Fura mt i Ånd are Så eyrT = ir i dr ig controlled by the sxhaust valve 4, The timing and guantity NF Fo Fa, im, 2 eN TR NY ay i, 4 ÅU env 2, me, rn bn A pain FT ey ad ir A Jr en, af the apparition fuel injection are controlled by the am ne mg mm > +» Kr — Tx 3 : = controller 100. The fuel valves 50 are only used to inject a small amount of ignition liguid (pilot 1f the engine is small anpounit DEL LYMIT åLOUECD DLLOT aL une HJ LOKE 15 E yn Ey des Så Pm or Fo: Eure 5 Få THE 3 SE OY + OV en Te myren damer Å operating in the premix mode.

If the engine is operating in = DYRT re To Font titan mods + hu amount mF 13 31 øl fu = & TOMOKCESLOF L1ONLTION MOGO; LA —SAmODUune OL LITT UGL py SME met . re ode orem en, + a 3 de bre. og str - am te ge ÅR 3 me required for operating the engine with the agtual engine load 3 i £ rt Tong sti i 4% ES 3 + ar å ar % wi LA oF så Åå en md is injected through the liguid fuel valves 50. The cylinder mr mn. . Co a red ET ere orb fr fet attr , 22 cover may be provided with øre-chambers (not shown) and a 3n og ter YR yy ed - ar Tw o KK - Some 3 ir, OS, em Vei på ed 18 tip of the liguid fuel valves $0, typically a tip provided ur ty - årg i gå Fyr 3 +F FAYE i Fe ry me ye hal ev Yi 23. HR A AY NSSS, 3 RATT EY EY WIEN a NhOogzLe With lg OF more nozgzle NOLES LE arranged SUCN i år pi on ATT em dr å 7 Sr Doge a - 3 Ioan 2 en + SÅ oe emir em så wa 3 on de er, åen en en that the pilot oil (ignition liguid) is injected and atomized Sogn hue | 4 For ge Åen rf GR Fe rr he ~ into the pre-chambers to trigger ignition.

The pre-chambers assist in ensuring reliable ignition. in mn SE 3 : 3 - Kr " : + 2 : fal ge ed om The fuel admission vales 507 are installed in the cylinder timer 7 . 3 gm liver Por PT +4 4 + ing 3 ; 1. liner 1 for in the cylinder cover 22), with their nozzle het ant samti FI 4% 4 § Are an Fare fy sr 3 5 md substantially flush with the inner surface of the cylinder Tinev I ana with th van T am ES the Fuel wala SO! vr at "vdi ve Linney 1 ANG wilh LOE KØOAar end Gr Lhe LUS Waive Ju DLOTKFUGUAIDG sn Baren de a erp ey pay 3 et dea ar TE ve eden 1 A FU 5 3 oe Se mn 28 from the outer wall of the vylinder liner 1. Typically, ons mn 2 5 od IY vr 5 = re me eN . [RR RO or two, but possibly as many as three or four fuel valves 50 are provided in sach cylinder liner i, circumferentiallvy TÅ gm doped Pugh gx på Men 4 En pe on fm, 3 rå ry Fen enti + så 3 Yes ena rod mdt gå binde gage distributed {preferably ciroumferentially evenly distributed) sen wed - I carr Td ve a an ae Td . + … Fon en I få) oe . re tr - oan around the cylinder liner i.

The fuel admission valves 350 eg = å - fed recent em OR PÅ Jeg gå + åt? såå = 3 nn ai ir : 2% are in an embodiment arranged substantially medial along the + mn eye fhe err tA an - A rn % hey a J od ar 3 > RF length of the cylinder liner i.

The fuel admission valves 50 Se ØDORDnhaoartøed ta oz ATES SÅ od gource © ff asa OUE Fi FO afe CoOnnecleg LO a PUressuliigld SOUFCE OL Jasedus KVL Su Fen te vor KIT IP by en vs gå OMA i 5 pe Fr Tae I (e.g.

Mathanol, LPG, LNG, Ethane, or Ammonia), i.e. the fuel 3 : bs eT ; men it i talt ivered to the fue is in the gaseous phase when it is delivered to the fuel rr åre Er dN tre Totem on z cd J A By ion Fe, gr , = Fase 7 å ga rr de eS admission walves 507, Since the gaseous fuel is admitted 3 on of a + den, ft rs dre, on ÆT ” må et ir + MA ET sas en Få Tit - TEENY Le lo during the stroke of the piston 10 from BL to TOO, the

DK 2022 70533 A1 18 pressure of the source of gaseous fuel merely nseds to be higher than the pressure residing in the cylinder liner 1, and typically a pressure of less than 20 bar is sufficient for the gaseous fuel delivered to the fuel admission valves

50.7 The fuel admission valves 507 are connected to the controller 180, which determines the timing of the opening and closing of the fuel admisslon valves 50/7, and the duration of the opening of the fuel admission valves 507.

The Liquid fuel for ignition is in an embodiment a fuel oil, marine diesel, heavy fuel oil, ethanol, or Dimethyl ether {DME}.

The gaseous operation mode can be one of several operation 18 modes of the engine, Other modes nay include a ligquid fuel operation mode, in which all of the fuel required for the operation of the engine is provided in liguid form through the liquid fuel valves 50. In the gaseous fuel operation mode, the engine 1s operated with gasecus fuel that is admitted during the stroke of the piston from BOC ta TRC at relatively low pressure as the main fuel, 1.8. providing for a major portion of the energy supplied to the engine, whereas the ligquid fuel is, by comparison, constitutes a relatively small amount of fuel that makes only a relatively small contribution 28 ta the amount of snergy supplied ta the engine, the purpose of the liguid fuel being timed ignition, 1.8. the liguid fuel serves as an ignition liguid.

Thus, the engine of the present embodiment can be a dual-fusl engine, 1.2. the engine has a mode in which it operates

DK 2022 70533 A1 20 exclusively on liquid fuel and a mode in which it nearly exclusively operates on gaseous fuel.

In this embodiment, the engine ls shown as a premix engine operating according to the Otto principle.

However, this should be understood that the éngine gan just as well be a compression ignition engine (operating according to the Diesel principle), with the carbon-based fuel (gaseous or liguid) being injected at high pressure when the piston 10 is at or nesr TO, The engine is operated by supplying a carbon-based fuel to the combustion chambers (Iliquid and/or gaseous fuel), combusting the carbon-based fuel in the combustion chambers, thereby generating a stream of exhaust gas containing oarbon dioxide, preferably recirculating a first pertien of the stream of exhaust gas (for of the combustion gas in an embodiment wheres the recirculated gases taken directly from the combustion chambers), and exhausting another (second) 29 portion of the stream of exhaust gas as exhaust gas, supplying pressurizsd scavenge gas containing exhaust gas to the combustion chambers, the pressurized scavenge gas containing in an embodiment at least 40% by mass recirculated exhaust gas, preferably 40 to S8%, separating carbon dioxide from the 2% exhaust gas in a carbon dioxide absorption process, and storing the separated carbon dioxide.

Downstream of the turbine § of the turbocharger, the exhaust gas enters a second exhaust conduit 28 which leads the exhaust 39 gas to a boiler 20 (also referred to as economizer), which is configured to generate steam.

The steam is used e.g. aboard

Sod = x aon ren I 3 riet % TN EF PY 5 cer - + 3 3 re IR a marine vessel in which the engine is installed for varius pburboses or the steam can be directly used for heating a DUTPOSER SX Une sleall can oe LECT Ly used LOE ngating a . .… er . 26 EA cn es Ce An 3 \ desorber 66 and regenerator 82 assembly that will be described i ~ en 3 so ? ren ~ 3 ” 3 Im 2 Ty in greater detail further below since this steam has a = FE TT Lo rn AT TA cd myn Fr Semen Fin Ave i 3 ey ed Få ges id xr A 4 Yn oes 3 temperature sufficient for being supplied dirsctiy to the BEF VY eh ~ TLD mam ed per be + 1 en rr ar Sr EA YET 2 raganerator 66 and ræboiler 62 assembly. r ; åer | 3 3 Forn en HR TEEN 3 To med ma me 3 Downstream af the boller £0, the second exhaust condult 28 hd... ox la me. . Am 2 sm en. continues to a first heat exchanger 40 in which the exhaust TN = wr hy Et ve År 3 5 ne Ga & An PEEL Ty : jf 19 gas skohanges seat with a primary medium that will be ~3 oy EN ye i». - . y & om + Fo ade Ar » 3 + . described in greater detall further below. lDownstresm of the first heat sxohanger 40 the sevongd axhaust LoOWwWnstresm OL TNE LIFST neat DKOnanger €V, Lng Sood SKNAUST rn ry 3 Ae ONT mpm and Eran mn si 6 pe ay ede gr Ae i 3% at om em Bed 3 er conduit 28 continues and connests to an inlet at the bottom 1 ET oy ye be rd 5 nm File: Ses 3 33 Fox PS FT ar wen YE ew Fr ye 18 of an absorber 42. The absorber 42 is preferably an absorbing Ny : x am msbver 3 re Mie ei > ey FI er tower, e.«. a packed absorbing tower, The esxhavst gas flows fr Be gm + = + ~~ ATE ro re - Tet 5 oo +o fe 3 = + ~ through the absorber 42 to an outlet at the top of the absorber

ÅL Se FAR, og een Eng vs ÆG Te pay pe FO 5 rt en — eds vet po 3 3 gr om nd yen 28 The absorber 44 le part of a system for chemically absorbing mye EA rens + åg md eN - oY rr ; Do a = = - gr 3 de > carbon dioxide using a solvent, An example of a suitable mom mp t 5 Fr ns dar Io ITE ry mær i or - går År mA - solvent is an amine solution. The amine solution may comprise cpm oh ren ON sr ren 1 eye - So - 3 ender 5 eg mn RUN. fos W + - re end primary, secondary, and/or tertiary amines. Another example Æt vt + Å i. Tobe 2 om So i Dam YEON wand + + mee Fem em om Te Yvan ae of a sultable solutlon is a N30H/KOH solution, preferably an 3 FEE mm Wm VET FÆSTNET Se då 23 acusous amine NaOH/KOH solution. på. A am pes XD om rå er 5 om mn re 3 Fie em, ~ Te PG dx 55 Så gr å- & ge AS, . - pes on Fa I Carhon dioxide is removed from the exhaust gas by a packed - ; æg mr Poe EY TH CO rn æg Å io absorption tower (absorber) 42. This reaction is exothermic 3 3 =, ia} 34 + 2 . Pry 3 _y - . dr and increases the solvent temperature along the absorption tower 42. As an example, the carbon dioxide concentration in + ie tr dn er ip em he ge Se + 3" z - se 3 bre + st Co. i’ rd sen der the exhaust gas from the engine is between 4-5% (no exhaust

Yh Sa r= re og FM fru 8 Yo: os r mm wriy? os go en Å gas recirculation ) and 89-10% (with exhaust gas recirculation} Teg 5 Ta = [ER 4 oe 4a dow 3 oN 4 & de Yr on ie fi fn Ge 8 OM NR TY ny ey Gi ger rn yn Pe by volume and is introduced in the absorber 42 countercurrent 4 } 7 fh ml : = | = Io fo with the solvent, which enters at the top of the absorption + RO 3 8 3 ma Ob the mark iLowzide les tower 42 and is referred to as the carbon dioxide lean 5 anlvant This carbon dioxide lean solvent iz supplied bv s 3 Solvent. 101s CATDON QLOoXiae Ladd SODLVSNnL 15 SUPDPLLEeD OY oa I om on dr . ret År me her ne & ay deed wer DE Toe A rn Q ev rå a Å en desorber 660 at approximately 35 2 LO 30 C and amblent PL AD EY TT $ > + dre Æt bre a ¥en seeren ATE eN rem ev) sendt gåsen en ma de 4 pressure, At the top of the absorber å2 a wash water section I perke A r coy he eed 3 men g £ ea vols ile i sj consisting of a packed bed removes most of the volatile amine ø de + 9 Tomy poe pe oS de . oy tr is Fr ey Yo x Ry sorbent, that has escaped to the exhaust gas, by condensing TN = AS mel AY ea | og Å si Fr iin År mg I 5 J + 9 + oe ri ape To, 2 OT ES and solubilizing it.

The total height of the absorptlon. tower 3 ET Fm, - SR ol do gem eg Men aan we re 35 3 3 - eks mae 3 47 can be up Lo 50 meters.

Az carbon dioxide lis absorbed in thes ws re my ATR PÅ af en on em on vrd, 33 os ef od råd ri resp ÉT ai en the absorber 42, a stream of carbon dioxide rich solvent from + 3 + SF + ri 3 Bent 3 pe + AA 4 and . - the bottom of the absorber 4% ie fed by a pump 44 into a cross heat exchanger 60 for heat exchange with a stream of carbon RE A ewe en OT re orn YN a rN pe TA SÅ ri eee + ye hen ray oo er ve ey ee 18 dioxide lean solvent before it is introduced into the desorher SD I am en Ar SL . Toes VO 4 3 3 - yo Ah % 5 em 56 and reboiler $2 assemhbly where 1t is heated in the reboliler 2 Soy På 2 pr ge pb — mv OM mee Glee en + YN wre 3 62, in order to release the carbon dioxide from the solvent. mr + + Ftv oe oy we bb ~ +. em we mot Sr Ny en The stripping (desorking) temperature varies between 128 °C I or an Om 3 - np gen, pe en deo . grene EY EN 3 3 ti ege pg ~ + x J. and 150 "0, and the operating pressure reaches up to 5 bar. 28 9 oy ee my dep vomit ed eke vd eS oe 4 ede i : 3 oor ia] ER ae i sy A water-saturated carbon dioxide stream is released from the - mA a dary gr ey pr er o tr ØDE or IA mr dm 3 == han - top of the desorber column 66 and le cooled in a heat exchanger &8 in order to condense most of the water content, which is AL LAN EL er. rd - øm: sr APN ø SN Ah mt I das rr «Nave ko ff FU Ss AL - > PN, EN pA ed A -3 i om, - en de SÅ ep we Oy eye NE - + - em + 3 then separated in a knockout drum 68% and returned to the 5 even ge ra me - ae FE FN Fe oy v 2 A oe £ gen . 238 desorber column 86. The stream of carbon dioxide from the k ock-n rt {rum &O ia subsesnentlv compressed/ljiovuified in a MnOGCE-OUML Quin oo 18 SE UDSOJTUEN DAY COMPE DSE, LIGUuIT Led AY a Td vires Boy ede 3 rn dn Fay 3 dn UT ye I St ør gå PELS ST FE Ty RÅ % 3 = rr = ce, liquefaction unit 70 and stored temporarily in a storage tank fa] ro & i - rr 34 3 os få i re 3 - + 88, which iz an embodiment a cryogenic storage tank.

From the rs on 3 2 Parl RE he Tmt F 14 mor A te - tamporary storage tank 85, the liguefled carbon dioxide can FK Fre A mn ku gym em gael Fea 2 Foe oad Fn mT fey SES gad a 1 år ome 4 YE be transported to a final storage or utility site (not shown). TT a Ty em.

JR Sew 3 mn gevir or TY -3 + Fr " 2 rem €D Så et, 3 oe Foy a oe an Sy et ng If the engine is installed in & marine vessel, the temporary

DK 2022 70533 A1 23 storage tank 88 will be arranged in the marine vessel and will be emptied when the marine vessel is in a harbor that is provided with utilities for recelving liguefied carbon dloride.

The regeneration process of the amine solution does not remove all the carbon dioxide in the solution, and the regenerated carbon dioxide lean solvent is recycled to the absorption tower 42 with a lean carbon dioxide loading by the action of 19 a pump 64, Before reaching the absorber 42, the carbon dioxide np a i Nea ay se <. - Æ et i de v i ~ += 3 ay a a -. SØS] 3 3 Fe a e rich solvent exchanges heat with the carbon dloxide lean solvent in the cross heal exchanger 60 and in a heat exchanger

57.

1% The carbon dioxide loading of the solvent after it has sbsorbed carbon dioxide through the column ig referred to as the carbon dioxide rich solvent. The difference between this isan and rich load is the amount of captured carbon dioxide from the exhaust gas.

28 The carbon dioxide concentration in the exhaust gas leaving the absorber 42 is up to 10 times lower than the carbon dioxide concentration of the exhaust gas that enters the absorber 42.

Some of the amines of the solvent mav still be present in the exhaust gas leaving the absorber 42, and these are removed by an amine scrubber 44 that is arranged in the exhavst conduit 4% downstream of the absorber 42.

DK 2022 70533 A1 24

The engine produces a number of excess energy flows QO1, DZ2,

on, also referred to as waste heat flows, from various parts of the engine.

In the embodiment of Fig, 3 these include:

- 21, the primary cooling medium (e.g. water) of the scavenge air cooler 14. The cooling water from the scavenge alr cooler

14 will tyvpleally have a temperature between approximately 20 and 240 °C,

- Q2, the primary medium engine lubrication oil, which will typically have a temperatura between 45 and 5% °C

18 - 3 the primary cooling medlum fe.g, water) of the vyvlinder jacket cooler, The cooling water from the cylinder jacket will typically have a temperature between approximately 70 and 90 °C, ~ (34 the primary cooling medium fe.g. water) of an exhaust

138 gas recirculation conduit cooler 32, which typically has a temperature between approximately 50 to 350 °C,

- 5 the boller 20, which typically will supply steam with a temperature between approximately 180 and 170 °C, - 06 the primary medium (e.g. water) that is used in the first

29 healt exchanger 40, that will typically have a temperature tøtwesn 160 and 170 "2,

— 07, the primary medium {e.g. water) that is used in the second hest exchanger 67, that will typically have a temperature between 100 and 170 °C,

28 …- 98 the primary medium (e.g. water) that is used in the third heat exchanger 68, that will typically have a temperature between 95 and 10% °C,

— Q9 the primary madium (e.g. water) that is used to cool the liquefaction unit 70, that will have a temperature that depends on the type of technology used for liguefaction and

DK 2022 70533 A1 258 on the type of cooling system used for the liguefaction unit

70. It is noted that this list of excess ensrgy flows generated by the engine is not exhaustive and merely serves to provide examples of such sources. At least one of the above-listed sources of excess energy 91, G2... Qn, in particular, those that have a temperatura below the temperature regulred for heating the desorber 66 and regenerator $2 assembly {which requires a secondary medium with a temperature of at least 120 C preferably at least 1106 °C} is supplied to a heat pump 80. The heat pump 80 is configured to generate a stream of energy Qr in the form of the flow of a secondary medium (e.g. water or steam) with a temperature of at least 120 °C preferably at least 130 °C. Freferably the temperature of the secondary medium supplied to the desorber 86 and reboller 62? assembly ls between 130 and 140 °C most preferred approximately 136 °C. 28 A first embodiment of the implementation of the pump BE is shown in Fig. 4a. In this embodiment, a plurality of sources of excess energy 91, 02 ... On is applied to the single heat pump 80, and a stream of energy Qr that is supplied to the 28 desorber 68 and regenerator 62 assembly is generated by the pump 80, A second embodiment of the impjiesmentation of the pump 80 is shown in Fig. 4b. In this embodiment, one of a plurality of sources of excess energy GL, Q2 ... On is applied to one of a plurality of heat pumps 80 and the stream of energy Qr that is supplied to th desorber $é and regeneratoer 62? assembly is is supplied to the desorber $6 and regenerator 82 assembly is Ey dr od , Res 9 Td jy TS dens < rf a A rw — RTT ay ved NE Jes generated by the plurality of heat pumps 80 and preferably 3 3 3 " " re rer % de k 3 vel FS x combined into one stream of energy Qr to the desorber 66 and + Am be ~ ET se re . regenerator 62 assembly, i, am > Fn ry sy ir ya - er ey vee ESS ay Re r 3 boy er. ay pn my År 33 The heal pump or pumps BO are used to boost the temperature of the amine solution in the reboller £2. The heat pump BO comprises at least an evaporator, a condenser, a Compressor, od te) fede TS 5 TT £ : i Te Tn a pr SM ta 3 . and a throttling valve, Within the heat pump 80 a heat pump TN fqn Æ ae er = + gå" Var Toe 3 seven io 3 3 -= ” == Ve Gå Do mt I gD - ~~, (refrigerating) fluid is gveled in a cycle that comprises the mgp - nay sm es - » på NER pe tg a RRR WEM pra ge . ay « FE er wren Yor gvaporator, a condenser, a compressor, and a throttling valve, En ~ + - 3 TÅ bay Yr eg de - CE rN on dr åen er " $e dne as shown in Fig. 5. The heat pump SO functions by the - på ON 4 ge « z You D% ae oe rer SY evaporator receiving thermal heat from the flow of energy Q2. The heat pump fluid evaporates in the evaporator and enters zE Fo Try rr ETN gD ES CSS DE Er Th Sr ed ded ae be ER Your vw emg LT Ee wea de ph gee the compressor, The compressor is driven, e.g. by an electriv i . - 5, am ér i = oy nh ; oa i = 3 - + motor that receives elestrie power, e.g. from an alternator or generator driven by takecEf power from the crankshaft of th Mr Th oe YA em, TT Fy ED CT +H & MC 39 VT 3 Lhe angina, Le CompressSar INCKOASSSE LAS Rrassure and - og tv eg dt ST yes Æ - se, ay År sover, FY am 4 rå En TW eve be me rig + ÆT - temperature of the heat pump fluid.

Downstream of the ~ 0 - ne earn grace gen pa be Yemen bee ey + eee wh + en dt pre dene dT a Ft FNS EN Y ENGEN, TR - 3 3 on compressor the heat pump fluid enters the condenser, and heat i Frans es sad oy + hu ram i rå k rd + mn h Sat re FY sey el SE) LYATS LOC To LIS? ASA Sin AMI LIES DL DUMT CAULO er Cake, er ens pr Tn, J oy Folk å 7 = 3 or LR condensas.

Subsequently, the heat pump fluid expands in the + ende Be Ta eg ge se - + + pan poy he ee ee go a 5 oe J. len en ry he an ger - PR Yer em throttling valve before it re-enpters the evaporator and the Cycle repeats.

The secondary medium, e.g. waler or steam, ng § me — hen + Far ie am em bo . . a 2% om, 2 2% transports heat from the condenser to the reboiler 62, pe pen A ey ee xp he x rs + i ir Fo Ae yw - =, - P ar dr em gr Fr YT “vw preferably in a cyole that is driven by a pump, the secondary nedium having a temperature of at least 120 °C refoarskluy af medium having a temperature of at least 120 C preferabiy at ” da ATE Br mi k 1 9%. gm > " - 3 - PN least 130 "2, Thus, the reboller &Z forms the heat sink for . rn the heat pump 80,

DK 2022 70533 A1 27 To boost the efficiency of the heat pump #0 the condenser part ig in an embodiment split into three heat exchanger (HEX) regions; a super-heater, a condenser, and a sub-cooler. The heat extracted in the super-heater and condenser region is sent to the heat sink. The heat extracted in the sub-cooler ls used to preheat the healt punp Fluid leaving the évaporator. By having this condenser arrangement less work is needed for the compressor and the system efficiency increases, Morsover, a water loop with a steam HEX and an electrical coil is applisd in between the vondenssr, super-heater and reboller 82, The fluid entering the steam HEX ig in an embodiment the steam generated in the boller 20. The steam HEX and electrical coll ensure that the rehoiller $2 receives sufficient energy So A de mites øm To re Vor må ny PY ES in the whole engine load range.

In Fig. 2 several ensrgy flows Ql, Q2 ... Qn are utilized. If only one energy flow is Ql, 22 ... On applied the deaerator telow the evaporator can be removed.

29 In an embodiment, the engine is provided with an exhaust gas ræolreulatien svatem that comprises an exhaust Jas recirculation conduit 35 that connects the first exhaust conduit 19 to the scavenge sir conduit 13, Preferably, the exhaust gas recireculation conduit 35 connects to the first 28 exhaust gas conduit 19 upstream of the selective catalvtic reactor 33. Preferably, the exhaust gas recirculation conduit connects to the scavenge alr condult 13 upstream of the scavenge alr cooler 14. However, it should be understood that the exhaust gas recirculation conduit 353 can also connect to 38 the scavenge alr conduit 13 downstream of the scavenge air cooler 14. The axhaust gas recirculation conduit 3% comprises ow 7 reyes 3A -, mes am = i > Fe, sing je frå a blower 34 to force exhaust gas from the exhaust gas conduit A or + W TE FES TY ET ØS PER vr PRET YA wou pn + Ge, ES EA I An 3 4 Vy en, to the scavenge alr condult, since the pressure in the

2 Am 3 ao + 2 i fa 5 -— To % + + 32 re aa man : scavenger conduit 13 is typically higher than the pressure in

Fre Så a gede tt ana ge Er : ; Jaa db VE 3 re " 5 i po de dm T+ the first exhaust gas conduit 1% during engine operation.

In E A By oy ge YE STA Fh rt 3 men ry Fe — 1 mure 2S å ee SÅ XY EF EL yen oa the shown embodiment the blower 34 is driven by an elegtric NEN ; i SR Sera Freed MP : wT murer mead Tel fn 5 og motor, but it is understood that the blower could be powered by anv other source of rotary power In the shown embodiment RY any oner source or KrocCarv DOWer.

ID. ung SZOWN SMVOALMENY,

3 7 i 24 < == m pe ony 7 fø 2 £ t the blower 34 is arranged bétween the exhaust gas om I tre | 3 rem 3 ~ 3” 3 - » Få : vei wer do mit 3 rn recirculation cooler 32 and an exhaust gas recirculation TH ot inge 3.9 ÅR, ZR Tees 5 3 Aw mede Pd A en ev tJ dr 4 si $ - soy HE sorubber 36. However, it is understood that the positlon of - Fr To 3 + Ee Tad Syren dt ep £ - & : de gin any = + i am - 3 . the blawver 35 could De vupstream or downstream of the other

PR bone : re - got Fr, ver vrid mt år em Å pe Å 3R Th elements in the exhaust gas recirculation clirouit 35. The tr in eg = ~ HE dod (pe 1 ER: i yn on my da ge . r exhaust gas recirculation cooler 32 is arranged upstream of Te i By rn TCs i PE, ES eye rat os 4 ec eg Eves ge — 0 Ye yh nT RYN for LF the exhaust gas recirculation scrubber 36. The main purpose

35 ~F a ir Fo dt ei gy EN ge Tim s es ET Ind RE Ye des EIN 18 of the exhaust gas recirculation scrubber 368 is to remove Se fd Fog Y gen gg dn ame en TV em a7 4 . ag end År på pt mn 3 impurities {soot}. The coentrefler 100 is configured Lo control

& 3, send To 3 ere 2 3 de Ye em sete ay gg i 7 ves Wear I mit A es the speed of the blower 34 in the exhaust gas recirculation

> A J. de § vy ey fe I 1 emer Pro or system for regulating the percentage of recirculated exhaust ne Pa 3% Peg te ERY SÅ > En på > ta ANT EA VI oy en me Fen en an bn Tuy 4- - gas in the pressurized scavenge? gas, preferably to a SN - on ene - an øv - We 2 a €v æ ax New ot RL - Årene Sat & en pesrcentage by mass of at least 35% to increase the magnet rn Må rem rh nm dlowite in the a chaust com my wet th EN Concentratieh OF Carbon QleXlide 10 Lhe edhaust gas and TNSTLADY

Å ge er = : & I em a EE +R eg ir im em meine på 3 så & - mr egn dn 3 increase the effectiveness of the carbon dioxide absorption Noas Ae mil. oe.

Tm per de er en NE en orm dl A ae Men reg de er ar - se aen system.

The exhaust gas recirculation rate can also be on py Ae omen TF aad Bes ven ~ SE otras os de grå Sr åd ng dr adr red 3 3 controlled by means of valves (not shown) that are controlisd 3 ar ; ~ 1 - no mi = hs emg am Teme TOYS Åen. ry Se 2% by the controller 1200. Thus, the controller 180 is configured + ET - + Fy: TSP P rå ar pn oy TT J mm? evr 1 yd eed Lo operate the engine with a percentage of recirculated sw anet mn jr FF FAY EE CITT TOT SN ATT 20 Af AOD ne hihi ekxhaust gas in the pressurized scavenge gas of 40% or higher,

AT.

Få 3 mel ~ " YO a ar ~ - rs - $I i | 4 Å pg 45% or higher, or 50% or higher depending on the operating

39 4 De 7 ; 3 Tle 100 3 oy is åd + conditions.

Generaily, the controller 190 is configured to operate with the highest possible cercentacs of recirculated SU gperdte With LAS Dighest PAOSSINDLEe PDerlCefniaqge GE FØSCIFCULSCeJO str 2% fon 3, 2% 3 an må vet bots + gå Famed TOG Ob rdr enker Æe mmmnevri Tr, Æt exhavst/combustion gas since this facilitates the removal of

DK 2022 70533 A1 28 current dioxide from the exhaust gas.

By the "highest possible”, is meant the highest ratio that does not cause unacceptable detrimental effects, such as a reductlon in the quality of the combustion process, the reliability of the combustion process, an unacceptable increase in the heat load op the engine, este.

The medium fe,g. water og steam) used to exchange heat with the exhaust gas in the exhaust gas recirculation cooler 32 leaves the exhaust gas recirculation cooler 32 with a temperature of approximately 130 tol70 °C and this medium can therefore be directly used in the desorber 86 and regenerator 62 assembly, i.e. without involving heat pump 80. The recirculated exhaust gas enters the exhavst gas recirculation — cooler 3z with a temperature between approximately 280 and 400°C and the desired temperature for the medium can be obtained by adiusting the flow rate of the medium through the exhaust gas recirculation cooler 32, Bxhaust gas recirenulation increases the carbon dioxide concentration of the exhaust gas supplied to the absorber 42 resulting in a lower energy consumption of the desorber 6¢

A higher exhaust gas raciroulation ratio also reduces the magnitude of the flow of exhaust gas to the absorber 47 and thus, an absorber tower with a lesser diameter can be used when exhaust gas vegliroulation is used or the ratio is increased.

Further, the

== oy rer og yet mr 3 + I 29% 5 47 dr AS FØrtrruninatian røonlter IR 28 energy extracted in the exhaust gas recirculation cooler 32, which is excess energy {waste heat) that is supplied to the desorber 66 and regenesrator 62 assembly, thereby significantly reducing the amount of energy that needs to be supplied to operate the desorber 6S6 and regenerator 62 assenbly.

The medium coming from the exhaust gas recirculation cooler 32 has a high temperature compared to other excess

DK 2022 70533 A1 30 heat streams of the engine (since the medium is heated by exhaust gas that has not passed through the turbine 6 of the turbocharger 35) and can therefore be used directly in the desorber 86 and regenerator 62 assembly.

Flg. 6 shows another embodiment af the engine. In his embodiment, structures and features that are the same or similar to corresponding structures and features previously desoribed or shown herein are denoted by the same reference 19 numeral as previously used for simplicity. In this embodiment, the engine and the operation thereof are largely identical to the previous embodiment, and hence only the differences with the previous embodiment will be described in detail.

This embodiment comprises an coopticnal second scavenge aly cooler lda downstream of the scavenge alr cooler 14, The scavengs alr cooler 14 can be configured to generate a stream of heat exchange medium to the desorber 68 and regensrator 62 assembly with the temperature that is sufficient for direct 29 use in the desorher 86 and regenerator 62 assembly. The second sscavenge aly cooler 14a generates an excess energy flow Q10 in the form of a stream of primary medium (e.4. water) with a temperature that requires the use of the heat pump 80 to generate a stream of a secondary medium before the stream of energy can be used in the desorber 66 and regenerator 82 assembly. The stream of energy 10 generated in the second scavenge air cooler 14a is sent to the heat exchanger 80.

In this embodiment, there can optionally be provided an additional fourth heat exchanger 41 downstream of the first heat exohanger 40. This additional fourth heat exchanger 41

DK 2022 70533 A1 31 allows for the generation of another excess energy stream Q 11 that is supplied to the heat pump 80. In this embodiment, there van also be created an additional 3 excess enargy flow Q12 from excess heat from the sxhaust gas recirculation scrubber 3€ that ie supplied to the heat pump

80. The varlevs aspects and implømentattons have been described 18 in conjunction with various embodlmente herein. The embodiments can be combined in various ways. Further, other variations to the discliosed embodiments can be understood and effected by those skilled in the art in practicing the claimed subject-matter, from a study of the drawings, the disclosure, 18 and the appended claims. In the claims; the word "comprising" does not exclude other elements or steps, and the indefinite article "a” or “an” dees not exclude a plurality. A single vrocessor, controller, or other unit may fulfill the functions of several items recited in the claims. The mere fact that 29 certain measures are recited in myutually different dependent claims does not indicate that a combination of these measured cannot be used to advantage. The reference signs used in the sclsaslms shall not he construed ss limiting the suope.

Claims

DK 2022 70533 A1 32 CLAIMS

1. A large two-stroke turbocharged und flow scavenged internal combustion engine with crossheads, the engine comprising: at least one combustion chamber, delimited by a cylinder liner (1), a piston (19) configured to reciprocate in the cylinder liner (1), and a cylinder cover (22); SOAR wen a { 3 3 DET OT 3 + 3 + + Ft vr 3 dør 1 + nær {1 j sSCavarnge ports (LS) arranged In ung CYlInGder Liner LL for admitting scavenge gas into the at least one combustion chamber, a Fuel system (39) configured for supplying a carbon- based fuel to the at least one combustion chamber, Lhe al least one combustion chamber being configured for combusting the carbon-based fuel thereby generating a stream of exhaust gas that contains carbon dioxide, an exhaust gas outlet arranged in the cylinder vover (22) and controlisd by an exhavet valve (å), the at least one combustion chamber being connected to a scavenge gas receiver (2) via the scavenge ports (18) and to an exhaust gas receiver (3) via the exhaust gas outlet, 28 an exhaust gas system comprising a turbine (8) of a turbocharger system (3) driven by the stream of exhaust gas, an air inlet system comprising a compressor (7) of the turbocharger system (3), the compressor (7) being configured for supplying pressurized scavenge alr to the scavenge gas 2% recelver (23, wherein at least one excess energy flow (QL, QZ,.00 is generated during engine operation, characterized by comprising an absorber (42), preferably an absorption tower, for absorbing carbon dioxide into a solvent,

= Ton ory be we AN + om mr" 3 x 7 oT CY Tay Ae a 3 org rr ti re a desorber (66) and reboiler (62) assembly for desorbing carbon dioxide from the solvent, the absorber (24) having a solvent inlet receiving carbon 3 aad AY. ” pe + Fe 3 4k FARS rr 9% 3 my dioxide lean solvent from the desorber (66) and a solvent outlet supplying carbon dioxide rich solvent to the desorbher {88}, Fe ex Fr rs en vr de, 24 Av FA men. 5 Pi ng re ven rå < . & Y A i the absorber (42) being arranged for the stream of ag fn AA - 3 2 ag pg 2 3 - 3 ? + 2 exhsust gas passing through the absorber (42) for separation RAF mama Ali sei Ne F me the CTP ran LT mhavst CAR bv Ashanti ma 3 OL Jaron Q1loXiae rom tne stream GOL eXnaust gas VvoOCODnemLcas TN = > Are 3 + åre + ot REY absorption into the solvent, oR om FR am aaa) . FA wen ed imme he I . øm Fe by YUE bay wry oe a the desorber (68) and reboller (62) assembhly having an i oe en fmen 3 XY gr p Få om ae Å - Age = pg ne A Tye ny dr dr pe - mg den en inlet receiving carbon dioxide rich solvent from the absorber FAD - aad 7 Toad + peony ae $ oe ie te - 3 + (42) and an cutlet supplying carbon dioxide lean solvent to the absorber (42), 7 + 5 ox enh pe Dog FERN no Fre coy pe NE ge nt er - nm 18 the desorber (668) and reboller (62) assembly being configured for heating the solvent to release carbon dioxide F + 5 i i 3 from the solvent, and i + i SF FØR ~ a pe 4 he IT = at least one heat pump (80) configured to receive at Tanat TYEE Tf mt aT == Yamal OTTER SITE ES YI TTY Flow 0 least a portion of the at least one exzcess energy flow (01, 0 > ge 2 ae Joy or a Fo FY : gr gr - SR, EE FÅ rer dn ay he Yr oy en - 289 22,.0m) in the form of a flow of a primary medium that has a first temperature and, % i er 2 ny = - - Cm fas På EE py 3 3 the at least one heat pump (80) being configured to generate an energy Flow (Qr) in the form of a flow of a = wy od wy ey 3 oon od i oq som 5 + > pg oo Sd dem pen cm deg ey SU dele anche 3 am Fy 4 ele . secondary medium having a second temperature T2 thal is higher 3 i ; + Domed dr prey ED AT sn im oo Tema ad: . bå ven AS ~ 2% than the first temperature, wherein at least a portion of the Flo af DE EY TLE {ary madin io aun iad tr +F = deso "her f85) = of DW DO. SOCOMGArV medium LS Supplied CO CNE 1ASOYDEE tan and røhni løj FE noo ead Tony reboller (82) assembly. =~ Aa 3 sr 34 7 3 i " 5 i ” 3

2. The engine acoording to claim 1, wherein the at least one I Fr Er fr Ek Far EN © 3 A TN YE Ty ge LF aaa 5 rr ekcøss energy flow (QL, Q2,.0n) is generated by one or more of:

DK 2022 70533 A1 34 — a heat exchanger (20, 40, 41, 44) that transfers heat from the stream of exhaust gas downstream of the turbine (6) to a primary medium that is supplied to the at least one heat pump (20), ~ a heat exchanger (14, 14a) that transfers heat from the scavenging alr to a primary medium that is supplied to the at least one heat pump (80), — a hest sxchanger that transfers heat from a cylinder cooling liguid to a primary medium that is supplied to 18 the at lsast one heat pump (810), — a heat exchanger ($8) that transfers heat from a stream af carbon dloxlde contalning gas generated by the desorber (68) to a primary medium that is supplied to the at least one heat pump (80), ~ & heat exchanger that transfers heat from a carbon dioxide liquefactlon unit (70) to a primary medium that is supplied to the at least one heat pump (80), - a heat exchanger (67) that transfers heat from a flow of carbon dioxide lesan solvent from the desorber (68) to 28 the absorber (42) to a primary medium that is supplied to the at least one heat pump (20), ~ a healt exchanger that transfers heat from a flow of lubrication oil to a primary medium that is supplied to the at least one heat pump.

3. The engine according to claim 1 or 2, comprising a first heat exchanger (20) downstream of the turbine (6) of the turbocharger system (5), the first heat exchanger (20) preferably being a boiler configured for generating steam, 38 and preferably a second heat exohanger (40) downstream of the first heat exchanger (2029), the second heat exchanger (40)

DK 2022 70533 A1 35 being configured to transfer heat from the stream of exhaust gas to a primary medium that is supplied to the heat pump (80).

4, The engine according to any one of the preceding olaims, wherein the heat pump (980) comprises an evaporator for evaporating a heat pump medium, the evaporator being arranged to receive at least a portion of the at least one excess energy flow (Ql, 2,..0n) though a primary medium.

5. The engine according to any one of the preceding clains, whareln the heal pump (83) comprises a condenser condensing a heat pump medium, the condenser being arranged to increase the temperature of the secondary medium that is supplied to 18 the absorber (6868) and reboiler (82) assembly.

6, The engine according to any one of the preceding claims, wherein the heat pump (80) comprises a fluid loop, the fluid loop comprising an evaporator, a condenser, a COMPYSESOL, 29 and a throttling valve, the compressor being configured to cycle a hsat pump fluid through the loop.

7. The engine sccording to any one of the preceding clsims, comprising a cross heat exchanger (60) configured for 28 exchanging heat between a flow of carbon dioxide lean solvent from the desorber (48) to the absorber (42) and a flow of carbon dioxide rich solvent from the ahsorber (42) to the desorber (85).

8, The engine according to any one of the preceding claims, wherein the solvent is an amine solution.

8, The engine according to any one of the preceding cslalms, comprising an amine sorubber (44) in the exhaust gas stream, 3 "| et, 2 ~~ To on al FAM Tr gå emner 4 - me ? ig downstream of the absorber (42) for removing amines from the stream of exhaust gas. % " - FLE NÆ aye SNS ISEN 3 9 Fr gg en SS 3 versene + rs åg we am

10. The engine according to any one of the preceding claims, wherein a selective catalytic reactor (33) is arranged in the stream of exhanst gas, upstream of the absorber (423, TN qe rg ES - LY cs sd qe te Toy In vy pb ye FÅ Am oy AYR 3 Jo preferably upstream of the turbine (6) for reduction of nitrogen oxides, % 7 k 3 + - - + . ~~ on gene rer on en, br 4 reden en per) 3

11. A method of operating a large two-stroke turbocharged Vind FY mg So gon By Ty be PN eh 2 ent er een 1 ev Bd cs åt 3 SENET FUE ved doin + en en gå Ar uni flow scavenged internal combustion engine with at least zu ry we nr Cnr 3 BY ey fo pn er Fd rend Ferner deen EIS TT ord Fe 18 ohne combustion chamber, the method comprising: on 7 3 ‘ pen - > + ds va = Toe od supplying s carben-bassd fuel to the at least one hi combustion chamber, combusting the carbon-based fuel in the at Isast one combustion chamber, Thereby generating a atream of szhaust 0 sas that contains carbo 3% rige oh RE A = COMtlalns CAarnon QLO¥ IAG, JENS rE ting at least one eres shneroay flow (Ol yor nd JE raving al I€ast ODS less SNergY LOW hed dp OL rå r mg TF 2rd wm i Ton ment om gede ev + % dr 3 ge å - or Es OF supplying at least a portion of the at least ong excess energy flow (QL, QZ,.0n) in the form of sa flow of a primary medium with a first temperature Tl Co a heat pump (80), == rå år 3 9 =r ON EL We x "I å åg em, + en » += x , 2% generating an snergy flow (Ur) in the form of a flow of Dr dary medium having Sl gesond temperature TF? that iz 4 > SBTCONÆaary mMeaLuM NMAVIDG a SOONna Temperature La CMnal AE rr en Få my A i rn i se TYNE SD 3 y ng 3 rå 4 Lt. en den TTY foo higher than the first temperature Tl with the hest pump (80) == a f chemically absorbing carbon dioxide from the exhaust gas 3 da — 7 3 " Toes d Nå 2 mee > - 34 rå 3 into a solvent by supplying a flow of carbon dioxide lean GE =e sre i “vy Ty Po ov Pe ie As med oT mes rå Tes on DN sir eA mee en be en solvent to an absorber (42) and discharging a flow of carbon

DK 2022 70533 A1 37 dioxide rich solvent from the absorber (42) to a desorber (€d) and reboller (82) assembly, and regenerating the carbon dioxide rich solvent in the desorhber (64) and reboiler (62) assembly through heating by supplying at least a portion of the flow of secondary medium ta the desorber (89) and reboller (82) assembly.

12. The method according to claim 11, wherein the at least one excess energy flow (fQl1, Q2,.9n) is supplied by heat exchanging the primary medium with exhaust gas in a heat exchanger (20,40,41) downstream of the turbine (8) of the turbocharger system (5), preferably in a heat exrchanger (409,44) downstream of a boller (29) that is arranged downstream of the turbine (6) of the turbocharger system (53).

13. The method according to olaim 11 er 12, comprising supplying a flow of gas containing carbon dioxide and water vapor or steam generated in the desorber (668) to a separator (89) for separating the carbon dioxide and water vapor or steam, the separator preferably being a knockout drum to chtain a stream of a gas mainly containing carbon dioxide and a stream of a liquid mainly containing water. 14, The method according to claim 13, comprising supplying 28 the stream of gas mainly containing carbon dioxide to a liquefaction unit (70) and ligquefving the stream of gas mainly containing carbon dioxide to obtain a stream of liquefied carbon dioxide, the method preferably comprising directing the stream of liquefied carbon dioxide into a liquefled carbon dioxide storage unit (85).

To rå, er ure uv mrs åg rr År ØE i em 3 3 3 +"

15. The method according to any one of claims 11 to 13, AF, io) AE 4 res Ferd - ai de pe AA em åen or i FO + SER tion comprising ligquefying carbon dioxide generated by combusting the carbon-based fuel in a liguefaction unit (70). i, am