MAN Diesel & Turbo SE Exhaust gas emissions & solutions

Transcription

1 MAN Diesel & Turbo SE Exhaust gas emissions & solutions Marcel Lodder Upgrade & Retrofit PrimeServ Augsburg MAN Diesel & Turbo SE Exhaust gas emissions & solutions MAN Diesel & Turbo < 1 >

2 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Dry EGCS Technology Dual fuel operation MAN Diesel & Turbo < 3 >

3 Introduction Total Emissions and Contribution of Ships Exhaust gas composition of HFO burning 4-stroke Diesel engines (fuel sulphur content 3%) N % Contribution from shipping (in 2007) : Total of about 100,000 ships >100 gt Share of global trade: 95% of inter-continental transport 71% of total global trade but only 14% of the human-made NO x and only 3% of human-made CO 2 O % H 2 O 8.1% CO 2 6% pollutants 0,35% pollutants soot/ash 0.003% SO2 0.15% CO 0.007% HC 0.02% NOx 0.17% MAN Diesel & Turbo < 4 >

4 Introduction NO x SO x and PM Formation NO x is generated during combustion due to high temperatures SO x emissions are dependent on sulfur content of fuel and cannot be influenced by combustion process (sulfur in = sulfur out) PM are influenced by sulfur content of fuel and combustion process NO x / SO x / PM are made responsible for Acid Rain Pollution of waters Ground level ozone (NO x ) Health problems Temperature increase inside the cylinder during conventional combustion NO x Formation NO x formation increases exponentially above this temperature MAN Diesel & Turbo < 5 >

5 Introduction IMO NO x and SO x Limits 4,5 Implementation Schedule per Revised MARPOL Annex VI fuel sulphur content [%] 4 3,5 General 3 2,5 2 1,5 1 in ECAs 0,5 0 NO x [g/kwh] Tier I Tier II Tier III in ECAs MAN Diesel & Turbo < 6 >

6 Introduction ECAs Trend (Emission Control Areas, status 2011) Top Container Ports : 1. Singapore 2. China, Shanghai 3. China, Hong Kong 4. China, Shenzhen 5. South Korea, Busan 6. Netherl., Rotterdam 7. UAE, Dubai 8. Taiwan, Kaohsiung 9. Germany, Hamburg 10. China, Qingdao existing ECAs: Baltic Sea, North Sea Most used trading routes coming ECAs in 2012: Coasts of USA, Hawaii and Canada discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015) MAN Diesel & Turbo < 7 >

7 Introduction Emission Limitations NOx: Marpol regulation valid for new buildings except vessels with keel laying , only if mandatory package is available. For Four Stroke Diesel engines no mandatory package available Currently reduction technology attractive for Norway / Sweden due to local regulations. SOx: Motivation for Reduction technology: EU port engine operation >2 hrs, starting from 1st Jan 2010 (0,1 % S) Operation in ECA areas after 2015 (0,1 % S) Operation in ECA areas (0,1 % S) and world wide after 2020 (0,5 % S) Market situation will depend Fuel price development MAN Diesel & Turbo < 8 >

8 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Dry EGCS Technology Dual fuel operation MAN Diesel & Turbo < 9 >

9 NO x Reduction Technologies Variable Valve Timing (VVT) and Miller Cycle Miller cycle = early intake valve closure Temperature reduction due to expansion within cylinder NO x -reduction without SFOC-penalty Premises Increased charge air pressure Deactivation at part load by VVT to prevent smoke MAN Diesel & Turbo < 10 >

10 NO x Reduction Technologies Hercules Project (2-Stage Turbocharged 6L32/44CR) MAN Diesel & Turbo < 11 >

11 NO x Reduction Technologies EGR (2-stroke Engine) MAN Diesel & Turbo

12 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Dry EGCS Technology Dual fuel operation MAN Diesel & Turbo < 13 >

13 NO x Reduction Technologies Fuel Water Emulsion (FWE) Temperature increase inside the cylinder during conventional combustion Reduced temperature level due to cooling effect of evaporated water in the cylinder with FWE. NO x formation increases exponentially above this temperature Reducing combustion temperature by injecting fuel water emulsion Emulsion generation by water injection module at fuel module Result: lower NO x emission [current topic] MAN Diesel & Turbo < 14 >

14 NO x Reduction Technologies HAM System Schematic Saturated Air ca. 80 C MAN Diesel & Turbo < 15 >

15 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Dry EGCS Technology Dual fuel operation MAN Diesel & Turbo < 16 >

16 NO x Reduction Technologies Selective Catalytic Reduction (SCR) Engine Ammonia generator SCR catalyst 4 Aqueous solution of urea CO(NH 2 ) 2 System control Measuring 4 NO X + 4 NH N H 2 O MAN Diesel & Turbo < 17 >

17 NO x Reduction Technologies Typical Layout and Dimensions NO x reduction by catalyst NO x reduction level >80% depending of designed lay out Urea required as reducing agent (up to approx. 14g/kWh) Add-on solution / retrofitable No SFOC penalty No impact on engine room design Additional equipment: Catalyst with ammonia generator and ash cleaning device Urea injection into exhaust gas pipe Complex dosing system NO x analyzer Working air system Limitations: No NO x reduction below certain exhaust gas temperature Sensitive to SO x content of the exhaust gases MAN Diesel & Turbo < 18 >

18 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Dry EGCS Technology Dual fuel operation MAN Diesel & Turbo < 19 >

19 SO x Reduction Technologies Possible Solutions to meet the Requirements SO x emissions are determined by the used fuel and cannot be influenced by combustion process (sulphur in = sulphur out) 1) Use of Low Sulphur Fuel (alternative to HFO): MGO operation Gaseous fuels / Dual fuel 2) Use of exhaust gas after treatment (in combination with HFO): Dry EGCS Wet scrubber MAN Diesel & Turbo < 20 >

20 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Dry EGCS Technology Dual fuel operation MAN Diesel & Turbo < 21 >

21 SO x Reduction Technologies Marine Gas Oil Benefits: Clean exhaust gas with less deposits Better heat recovery possible No additional space required No fuel heating and reduced treatment required Proven technique Challenges: Fuel costs Temperature control Upgrade packages for permanent / non permanent MGO operation available MAN Diesel & Turbo < 22 >

22 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Scrubber technology Dual fuel operation MAN Diesel & Turbo < 23 >

23 SO x Reduction Technologies Desulphurization Wet Scrubber: DryEGCS: MAN Diesel & Turbo < 24 >

24 SO x Reduction Technologies Absorbent Calcium Hydroxide Absorbent Identification Calcium hydroxide Chem. notation Ca(OH) 2 Pellet diameter 3-8 mm spheric Bulk density 800 kg/m³ Density 2240 kg/m³ BET-Surface m²/g Calcium hydroxide pellets Ca(OH) 2 MAN Diesel & Turbo < 25 >

25 SO x Reduction Technologies Dry EGCS - Process Proven processes for the desulphurization of exhaust gases are based on absorptive processes Absortive materials are: calcium carbonate [CaCO 3 ], burnt lime [CaO], hydrated lime [Ca(OH) 2 ] The DryEGCS Process is based on a technology known in land-based applications as Chemisorption Calcium hydroxide reacts with SO 2 and SO 3 Ca(OH) 2 + SO 2 CaSO 3 + H 2 O 2Ca(OH) 2 + 2SO 2 + O 2 2CaSO 4 + 2H 2 O Ca(OH) 2 + SO 3 + H 2 O CaSO H 2 O Calcium sulfate (CaSO 4 ) = G Y P S U M MAN Diesel & Turbo <26>

26 SO x Reduction Technologies Scheme Funnel Shut down damper Fresh lime container Shut down damper Heating (temp) Level indic. Blower Rea product container Shut down damper Diesel Engine Compressed air Blower MAN Diesel & Turbo < 27 >

27 SO x Reduction Technologies DryEGCS Cascade Absorber Absorbent Input Raw gas intake Raw gas Clean gas Clean gas outlet Loaded Absorbent Dwell time of the exhaust gases is app. 3,7 seconds Complete separation of sulphur oxides > 99 % Operation temperature from 240 C to 450 C SCR for NO x reduction can be installed downstream the DryEGCS MAN Diesel & Turbo < 28 >

28 SO x Reduction Technologies DryEGCS Arrangement Benefits: Use of HFO possible No wash water treatment required No impact on exhaust gas temperature No white smoke Installation close to engine room Challenges: Bulky equipment Storage capacity for absorbent Infrastructure Recycling of residues possible Combination with SCR possible Low energy requirements MAN Diesel & Turbo <29>

29 SO x Reduction Technologies Fuel Price History HSFO (S*=2,5% wt ) 646 $/t LSFO (S*=1,0% wt ) 716 $/t MGO (S*=0,1% wt ) 1034 $/t Prices dated Significant price gap between MGO and LSFO / HSFO Prices in US$ S = Sulphur, HSFO = High Sulphur Fuel, LSFO = Low Sulphur Fuel, MGO = Marine Gas Oil Source: Bunkerindex MAN Diesel & Turbo < 30 >

30 Payback time in years Dry EGCS Business Case DryEGCS Effect of Fuel Price Gap on Payback 10,00 9,00 8,00 System including installation 7,00 6,00 5,00 4,00 3,00 System without installation 2,00 1,00 0, Fuel price difference [$/t] Assumptions: output = kw, Øb e = 190 g/kwh, h/year, 230 $/t CaOH 2 MAN Diesel & Turbo < 31 >

31 Agenda Introduction NO x Reduction Technologies Internal measures H2O technology After treatment SO x Reduction Technologies Distillate fuel Scrubber Technology Dual fuel operation MAN Diesel & Turbo < 32>

32 LNG for Propulsion Dual Fuel Engines - Operating Mode Gas admission valve Natural gas (vaporized LNG) > 99% Main fuel nozzle MDO (DMA, DMB) HFO > 99% Pilot fuel nozzle MDO < 1% Pilot fuel nozzle MDO < 1% Gas mode Liquid mode MAN Diesel & Turbo < 33 >

33 51/60 DF Cross section Double wall gas pipe Gas valve arrangement Rocker arms Charge air manifold Gas flow control pipe Main fuel injection nozzle Pilot fuel injection nozzle Main fuel injection pump MAN Diesel & Turbo < 34 >

34 Dual fuel operation Advantages of Dual Fuel Engines Converted 12V 48/60 at TMG site Benefits: Fuel flexibility: Vaporized LNG, MDO, HFO Seamless switch over from liquid to gaseous fuel and vice versa at any time and load (above 20% load) Fuel cost savings depending on current price difference of liquid fuel and gas High efficiency & availability in liquid fuel and gas mode Lower emissions to fulfill legislation Green image Save operation in gas mode with a margin to the knocking and the misfiring boarder Additional equipment: Gas valve unit Adapted plant equipment and layout [current topic] Challenges: Costs and size of equipment onboard (tanks) Bunkering / shore connection during loading/unloading MAN Diesel & Turbo < 35 >

35 Upgrade & Retrofit Conversion of Diesel Engines to Dual Fuel Conversion of Diesel engines for Dual Fuel operation MAN offers conversion of 48/60A and 48/60B engines to 51/60DF gas pipe Gas valve arrangement Rocker arms Charge air manifold Gas flow control pipe Output: 48/60A: 48/60B: 51/60DF: kw / Cyl kw / Cyl. 975 / kw / Cyl. Main fuel injection nozzle Pilot fuel injection nozzle Main fuel injection pump MAN Diesel & Turbo < 36 >

36 Thank You for Your Attention! All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. MAN Diesel & Turbo < 37 >