Pacific Ports Air Quality Collaborative Conference Dec. 2006. How engine manufacturers are meeting the challenge by refining their technologies within Exhaust gas emission Kjeld Aabo Director Customer Support 2004/10/29 < 1 >
6S35MC and 10K98MC-C on Test bed L/70479-5.0/0100 (2700/JGJ) <2>
Emission Reduction AGENDA Emission reduction methods Retrofit possibilities IMO meeting status ME-Engine,TES and Alpha lube Summary <3>
Emission Reduction Methods Internal measures: Performance and Spray Optimization Flexibility of Electronic Engines Water-in-Fuel Emulsion or Direct Injection (FWE, FWI) Saturated Air Moisturising (SAM or HAM) Exhaust Gas Recirculation (EGR) Aftertreatment: Selectiv Catalytic Reduction (SCR) Particulate Filters (ESP) Scrubbers (wet or dry FGS) <4>
Heat Air 8.5 kg/kwh 21% O 2 79% N 2 Exhaust gas 13.0% O 2 75.8% N 2 5.2% CO 2 5.35% H 2 O Fuel 175 g/kwh 97% HC 3% S 1500 vppm NO x 600 vppm SO x 60 ppm CO 180 ppm HC 120 mg/nm 3 part. Lube 1 g/kwh 97% HC 2.5% CA 0.5% S Work 3331588/20040525 (2160/KEA) <5>
To comply with Tier 1 EPA and IMO NO code x 1) Modification of injection equipment Up to 98% NO x reduction From 20-50% NO x reduction SCR reactor 2) Use of water emulsion Exhaust gas receiver 3) Use of selective catalytic reduction 3331589/20040525 (2160/KEA) <6>
Valve Designs Cross sections of fuel-valve nozzle tips <7>
Particulate Emission Particulates 12K90MC Mk VI Std valve Mini sac Slide Particulates - g/kwh 2.5 2 1.5 1 0.5 0 0 25 50 75 100 Engine Load - % <8>
Hydrocarbon Emission Hydrocarbons 12K90MC Mk VI Std valve Mini sac Slide HC (as CH4) - g/kwh 3.5 3 2.5 2 1.5 1 0.5 0 0 25 50 75 100 Engine Load - % <9>
NOx Emission Control Water Emulsion Fuel From centrifuge Aut. deaerating valve Diesel oil service tank Heavy fuel oil service tank Venting box Full flow filter Supply pumps Homogenizer Circulating pumps Preheater Fuel oil drain tank Fresh water supply <10>
NOx reduction at 100% Load 120 100 80 60 40 20 Reson Homogenizer High pressure mixer 10% line 0 10 20 30 40 Water content - % mass 3331562/20040525 (2160/KEA) <11>
Alternative SCR configurations Traditional vertical SCR Horizontal SCR Engine integrated SCR Partial SCR MAN B&W Diesel patent MAN B&W Diesel patent <12>
SCR System 1 SCR reactor 1 2 Turbocharger bypass 3 Temperature sensor after SCR 4 Large motors for auxiliary blowers 5 Urea injector 2 3 6 8 5 7 6 SCR bypass Deck 7 Temperature sensor before SCR 8 Additional flange in exhaust gas receiver 4 6S35MC L/71835-9.0/0801 (2160/PZS) <13>
24250 MAN B&W Diesel 40 MW KOMIPO Plant at Cheju, Korea 12K80MC-S SCR Installation 3332030/20041123 (3230/JH) 12700 <14>
40 MW KOMIPO Plant at Cheju, Korea 12K80MC-S MAN B&W Diesel Emission Control Installation 1 12K80MC-S 2 Generator 3 SCR 4 Exhaust gas boiler 5 ESP 6 Wet FGD Control room Electrical room 32530 Office & HVAC room Electrical room Mechanical annex 9760 Cable room Engine/generator foundation Mechanical annex 112830 3332029/20041123 (3230/JH) <15>
Total Emission Control System 40 MW Power Plant, Buk Cheju, Korea Emission limits: SO x < 50 ppm at 4% O 2, dry gas NO x < 250 ppm at 13% O 2, dry gas MAN B&W two-stroke diesel engine 12K80MC-S PM < 30 mg/sm 3 at 4% O 2, dry gas 3334437.2006.09.18 (3230/JH) <16>
Acknowledgements Demo on Existing Engines APM CARB (et. al.) demo on SL valves and reduced speed (finished) APL CARB (et. al.) demo on SL valves, reduced speed and water emulsion (in progress) Wallenius, investigation on SAM system (in progress) <17>
Scrubber Performance Objectives SOx reduction > 95% NOx reduction ~10% Particulate reduction ~ 80% Exhaust noise attenuation No measurable impact to sea water condition <18>
Stationary Applications DeSO x /de-dust test facility at Ibiza, Spain 3330617.2003.09.07 (3230/JH) <19>
First commercial scrubber installation mv Pride of Kent project <20>
Schematic Design of EGR system EGR influence on NO x formation EGR unit Re-circulation of exhaust gas lowers O 2 in scavenge air Low O 2 in scavenge air gives low combustion temperatures Low combustion temperatures give low NO x Influence on reliability and safety: Field test L/73395-9.0/0902 (2430/NK) <21>
Temperature Distribution Without EGR With 15% EGR Temperature absolute kelvin 4T50ME-X combustion chamber Temperature distribution in a horizontal incision in line with the atomizer holes 2400 2380 2360 2340 2320 2300 2280 2260 2240 2220 2200 2180 2160 2140 2120 2100 2080 2060 2040 2020 2000 L/74189-3.0/0402 (2430/NK) <22>
NO x Formation Without EGR 4T50ME-X combustion chamber With 15% EGR NO x concentration 0.150E-02 0.142E-02 0.135E-02 0.127E-02 0.120E-02 0.112E-02 0.105E-02 0.975E-03 0.900E-03 0.825E-03 0.750E-03 0.675E-03 0.600E-03 0.525E-03 0.450E-03 0.375E-03 0.300E-03 0.225E-03 0.150E-03 0.750E-04 0.000E-00 NO x concentration in a horizontal incision in level with the atomizer holes L/74188-1.0/0402 (2430/NK) <23>
NOx Emission Control EGR Emission Parameters 100 90 80 Relative change % PM 100 90 200 150 100 CO HC Emission Parameters at 75% Load at Various EGR Ratios 100 80 NO x 60 40 0 5 10 15 20 EGR ratio % <24>
Principle Design of SAM system (Humid Air Motor) SAM influence on NO x formation Humidification of scavenge air increases heat capacity and lower the O 2 content SAM unit High heat capacity and low O 2 in scavenge air give low combustion temperatures Low combustion temperatures give low NO x Influence on reliability and safety: Field test L/73394-7.0/0902 (2430/NK) <25>
NOx Emission Control SAM Emission Parameters 110 100 % PM 100 90 300 200 100 HC CO 100 80 60 NO x zero half full 0 3 6 9 Absolute humidity (vol./vol.) of scavenge air (%) <26>
NOx Emission Control, SAM Application and Conventional Cooler <27>
SAM Service application L/74217-0.0/0502 (2430/NK) <28>
7S50ME-C at Alpha Diesel L/73847-8.0/0303 (2440/PCS) <29>
NO x and economy mode ME engine 1300 1200 Economy mode Low NO X mode 1100 2003-02-17 160 800 2003-02-17 160 800 1000 900 140 700 Cylinder Pump 120 600 100 500 140 Cylinder 700 Pump 120 600 100 500 NO x [ppm] 800 700 600 500 80 400 60 300 40 200 20 100 0 0 140 150 160 170 180 190 200 210 220 230 80 400 60 300 40 200 20 100 0 0 140 150 160 170 180 190 200 210 220 230 400 300 200 100 0 Time 16:37 16:38 16:39 16:40 16:41 16:42 16:43 16:44 16:45 16:46 L/74496-0.1/0903 (2430/NK) <30>
The Alpha Lubricator <31>
Lube oil related HC-Emission 100 Lub. Oil HC-Emission HC ppm 80 60 40 Reference Alpha Lubricator 20 0 0 25 50 75 100 Load (%MCR) <32>
7S60MC Soot-Emission 1.6 Bosch number (10 strokes) 1.4 1.2 1.0 0.8 0.6 0.4 Defective injector Approved injector Invisibility limit 0.2 0.0 0 25 50 75 100 Load (% - MCR) <33>
Green Shipping World, Amsterdam 17 & 18 May 2005 Hydrocarbons 12K90MC Mk VI Std valve Mini sac Slide HC (as CH4) - g/kwh 3.5 3 2.5 2 1.5 1 0.5 0 0 25 50 75 100 Engine Load - % <34>
Low Sulphur Fuel Operation Two-stroke engine can operate on HFO, GO, DO Two-stroke engine is less sensitive to fuel quality Cylinder lube oil base numbers are to be considered When fuel is mixed to reduce sulphur control fuels, compatibility becomes important More fuel and cylinder lube oil storage tankers to be implemented on new-buildings Conclusion: When operating on low sulphur fuels different considerations are to be made <35>
Exhaust Gas Heat Recovery (single pressure) Power concept for a Thermo Efficiency System Pump Station Exh. Gas boiler Saturated steam for heating purposes Superheated steam TG: Turbogenerator PT: Power turbine TC: Turbocharger TG Generator PT Switchboard Emergency generator Diesel generators TC Shaft/motor generator Exhaust gas receiver Main engine <36>
ME = Main engine Exhaust Gas Heat Recovery Thermo Efficiency System (TES) Main engine 6S70ME-GI = 18,660 kw at 91 r/min ISO ambient conditions PT = Power turbine TG1 = Turbo generator, Single steam pressure 7 bar abs Main engine power output Main engine load kw % 18,660 100 15,860 85 13,060 70 9,330 50 TG2 = Turbo generator, Dual steam pressure 10.5 bar abs / 4.5 bar abs With additional feedwater preheating TES1 = PT+TG1 PT el. production in % of ME output TG1 el. production in % of ME output kw % kw % 810 4.3 910 4.9 580 3.7 660 4.1 390 3.0 530 4.1 190 2.0 460 4.9 TES2 = PT+TG2 TG2 el. production in % of ME output kw % 1080 5.8 780 4.9 630 4.8 530 5.7 Total TES1 el. production in % of ME output kw % 1720 9.2 1240 7.8 920 7.0 650 7.0 Total TES2 el. production in % of ME output kw % 1890 10.1 1360 8.6 1020 7.8 720 7.7 3332167.2005.02.04 (2160/BGJ) <37>
TES Engine Test TES Engine Tests NOx Emission 130 Relative NOx emission in % 120 110 100 90 80 60.00 70.00 80.00 90.00 100.00 110.00 Engine load in % Reference Scav-Bypass Sc-by+Sc-Ex-by <38>
Correspondence Group A IMO Future Regulation The following options were outlined in Nov. In Oslo : A: unchanged regulation B: global 4.5% local 1% in 2010 and 0.5% in 2015 C: MDO w. 1% in 2012 and 0.5% in 2015 C2: as C but using HFO w. same S% or scrubbers Questions: Avalibility of Destillate? What to do with remaning HFO? Will the increased price level of DO change the transport pattern? <39>
Summary or How to Comply with the IMO C3 Regulation IMO Tier 1 Tier 2 Tier 3 Tier 4 Regulation Current IMO Regulation NOx speed limit curve SOx fuel Sulfur content limit From 1 Jan. 2000 to end Dec. 2009 10-15% NOx reduction (from Tier 1) HC and CO must not increase PM & SOx by fuel Sulfur content From Jan. 2010 30% NOx reduction (from Tier 1) From Jan. 2015 50%? NOx reduction (from Tier 1) Reduction method Fuel nozzle & performance optimization 5% sfoc tolerance Fuel nozzle & performance optimization Slide valves mandatory (a few MC engine types may need H2O addition) CO2 & sfoc penalty 1-3% Fuel-water emulsion CO2 & sfoc penalty 3+% SAM (EGR, SCR) CO2 & sfoc penalty 5+% Comments Voluntary compliance with Tier 3 Speed reduction strongly affects & Tier 4 may be possible in emissions limited scale Slide valves and Alpha lube Coastal NO control area (NECA) promoted as retrofits for old SCR voluntary (incentives) engines <40>
Retrofit Possibilities Slide-type fuel valves (tier 2) Alpha lubricator system (tier 2) Water-in-fuel emulsion (tier 2 or 3) SAM & EGR systems (tier 3 or 4) Scrubber systems (alternative) SCR (special areas) (in order of increasing difficulty & cost) <41>
Summary reduction methods Strong impact from fuel nozzles on NOx, soot and smoke. (SL valves easy to retrofit) Alpha lube-oil system saves lube oil and improves cylinder conditions. (Easy to retrofit) The ME engine improves emission optimisation and allows different optimisation for local areas Water emulsification possible for future NOx requirements if required. (Possible to retrofit, but need decision on scope) SAM (and EGR) have potentials, but further tests are needed <42>
NOx Reduction Potential NO x g/kwh Uncontrolled = Fuel optimized 17 15 10 5 IMO compliant = Fuel system adoption (additional low NOx optimization) Lower future IMO/ EPA = ME optimization = Water in combustion (WFE,WFI) Local regulation = EGR (under development) = SAM (under development) = Combinations of WFE, SAM & EGR Lowest = SCR (NH 3 or UREA) <43>