Oil Mist Detection today is accepted as an engine protection system of highest importance. In 1998, a first approach has been started by SCHALLER AUTOMATION to define a test procedure to determine the efficiency of Oil Mist Detection (OMD) Systems on large combustion engines.
Following a long procedure of investigations, SCHALLER AUTOMATION started in 2002 to execute specific measurements on different engine types -in cooperation with the engine makers- in order to integrate its VISATRON Oil Mist detection Systems in a best possible manner into the different types of Diesel, Gas and Dual Fuel engines.
This test procedure is called OMDEA Oil Mist Detection Efficiency Approval.
The idea of OMDEA is to find out the highest possible OMD sensitivity and so the shortest response time at maximum false Alarm immunity.
With release of The Unified Requirements (UR) M10 (‘Protection of internal combustion engines against crankcase explosions’) and M67 (‘Type Testing Procedure for Crankcase Oil Mist Detection and Alarm Equipment’) in 2006, IACS first-time requested similar tests via classification societies for new engine types resp. vessel new buildings.
Affected by UR M10 are new developed resp. redesigned engine types.
Moreover, OMDEA tests are also suitable for the improvement of existing OMD installations.
For a best possible integration of the OMD-Systems into new engine types, the following 3 OMDEA steps should be carried out in cooperation with the engine maker:
Determination of best possible oil mist sampling point per engine compartment considering the different engine running conditions.
This step is mandatory for a good OMD system functionality.
Determination of the oil mist distribution and behaviour within engine crankcase considering the different engine running conditions.
Some influencing criteria are e.g. the wash out effect of splashing luboil, execution of crankcase ventilation or blow-by-effects of piston ring/cylinder liner-combinations.
Design and adaptation of an appropriate OMD System based on results of Step 1 and 2 and particularities of the relevant engine type. Results of Step 1 and 2 give e.g. an appropriate OMD sensitivity setting and hints for the mechanical design of the tubing system.
Nor-Shipping / Norway June 04 - 07, 2013 http://messe.no/en/nor-shipping/