Product line : Marine

Product line : Marine

Aftertreatment system selection The problematic emissions from combustion in Diesel engines are nitrogen oxides [NO X ] and particulate or soot [PM].To reduce these emissions two types of emission aftertreatment devices are used: Mechanical injection Ultra modern common rail 0,500 0,450 Electronic injection Diesel Particulate Filter to trap the PM, DPF 0,400 0,350 Selective Catalytic Reduction to reduce the NO X, SCR. The scoped legislations are MARPOL VI [TIER III] for coasters and sea going vessels, and Stage 4 for inland shipping in Europe and EPA TIER 4 for the inland vessels in U.S.A.. D P F PM g/kwh 0,300 0,250 0,200 0,150 0,100 EGR To fulfill MARPOL [TIER III], NO X must be reduced between 60 and 90%. This can be achieved by the Multronic SCR and SCR+ systems. 0,050 0,000 0,0 1,0 2,0 3,0 4,0 NOX g/kwh 5,0 6,0 7,0 8,0 9,0 SCR

4 Documents to submit 4.2 Company profile Employees Turn over * 25 6.000.000 20 15 4.000.000 10 5 2.000.000 0 2011 2012 2013 2014 2015 2016 0 2011 2012 2013 2014 2015 2016 OEM NOMINATIONS Marine projects 5 8 4 3 2 1 6 4 2 0 2011 2012 2013 2014 2015 2016 0 2011 2012 2013 2014 2015 2016 Turnover Mutronic and DEC cumulated

Aftertreatment system selection NOX g/kwh 16 14 12 10 8 6 IMO Tier I IMO Tier II IMO (MARPOL 6) Tier III To fulfill Stage IV/V and EPA TIER 4 both NO X and PM must be reduced between 60 and 90%. This can be achieved by the Multronic EEV and SCRonDPF systems. For the marine market, Multronic has developed dedicated emission systems: specific catalytic coatings to be durable with the different fuels present specific heat management and regeneration technologies for applications like propulsion, diesel electric and power generation 4 2 0 0 250 500 750 1000 1250 1500 1750 2000 RPM designs with low pressure drop, short mixing distances and airless urea dosing. protection methods to allow the usage of automotive sensors and components in harsh environments with low fuel qualities.

Marine Diesel engines Multronic scope Name Low speed Medium Speed High Speed Displacement (l/cyl) 200-2000 16-120 5-16 0,8-3 < 0,8 Power range (kw) 4000 100000 800-40000 kw Up to 10000 kw Up to 800 kw Up to 300 kw Combustion type 2-stroke & 4 stroke 2-stroke & 4 stroke 2-stroke & 4 stroke 4 stroke 4 stroke Rotation speed (rpm) 70-300 350-850 600-2200 600-3000 >3000 The marine market is characterized by an enormous variety of engines and power ranges. Each type, application must fulfill different emission requirements.

Emission systems for ships Large cargo vessels, use low speed diesel engines, 2 and 4 stroke, and are powered by heavy fuel oil due to its low cost. This fuel contains high sulphur levels, phosphor and ash. All the components of the emission system, catalysts, sensors and actuator package must be selected specifically for this fuel. Inland vessels, coasters and luxury yachts have access to good quality fuels, use mainly medium and high speed diesel engines and have a load profile allowing the use of high efficient aftertreatment technology similar to onroad heavy duty emission systems..

Products for Inland vessels single SCR and DPF

DOC and Open DPF systems for propulsion engines For some applicationans a DOC or open DPF systems can be sufficient to reduce PM. The cost is low, the installation is easy and there is no maintenance. Lowest cost of operation. Engine T U R B O DOC/DEC Engine T U R B O Open,DPF OE DOC Open DPF2 100 80 60 40 20 0 CO HC PM NOX

DPF systems for propulsion engines Driven by local rules, environmental conscience, ship-owners or transport companies equip the propulsion engines of their vessels with DPF systems. The soot is trapped in the filter and is oxidised by means of a catalytic reaction that takes place between 280 and 420 C. Under normal operation this is the temperature present after the turbocharger in the exhaust stack. Nevertheless Multronic equips all the DPF systems with a back-up active regeneration system, Diesel Hydro Carbon Post Injection (DHCPI). In case of long periods of low engine load, the temperature of the exhaust gas is raised by the injection of fuel over the catalyst. The main advantages of the DHCPI system compared to a burner are: very large operational window Independent from the engine load fuel efficient temperature raise stepless temperature regulation no air injection needed Engine T U R B O Diesel injecton 100 80 60 40 20 0 DOC/DEC DPF Temp 1 Press 1 Temp 2 Temp 3 OE DPF CO HC PM NOX NO NO2

DPF systems for generators Engine Generator T U R B O Temp 1 Heater Temp 2 Press 1 Under low load conditions the exhaust gas temperature is artificially raised to oxidise the trapped soot. The electrical heater can be combined with a diesel oxidation catalyst and diesel post injection (DHCPI) to speed up the regeneration and enlarge the operational window of the system. DPF Engine Temp 3 T U R B O Diesel injecton The main driver to install DPF s on ships is to avoid deposits of soot on the water around the ship, the hull and on the deck. The engines responsible for these practical problems are mainly the auxiliary engines used for the generators. Multronic has developed the E-DPF for a durable solution on generators. The DPF regenerates passively when the engine is loaded above 50%. Heater DOC/DEC DPF The coating on both the DPF and DOC can be chosen in function of the fuel quality. Multronic recommend the use of fuel with a maximum of 1000PPM sulphur. Generator Temp 1 Temp 2 Press 1 Temp 3 Temp 4

SCR systems for propulsion engines Emission legislation for marine engines focuses mainly on Nitrogen oxide reduction. One of the most effective methods to reduce NO X is SCR, Selective Catalytic Reduction. Adblue / DEF, an aqueous urea solution is injected in the exhaust gas upstream of the SCR catalyst. The urea is transformed into ammonia and In the catalyst the ammonia reacts with the NOX and is reduced to nitrogen and water. Engine T U R B O Urea dosing Press 1 Temp 1 SCR Temp 2 Standard SCR system 100 80 60 OE SCR 40 20 0 CO HC PM NOX NO NO2

SCR+ systems for propulsion engines To increase the efficiency of the SCR (SCR+ system) additional catalysts can be added to the system. An ammonia slip catalyst can remove excessive ammonia that can slip through the system when high efficiencies are needed and an upstream diesel oxidation catalyst balances the relation between NO and NO2 to improve the system efficiency and urea consumption. NO2 SCR+ OE NO NOX Mixer AdBlue injection Mixer PM Engine DOC/DEC SCR ASC HC Press 1 Temp 1 Temp 2 Temp 3 NO X CO SCR + system 0 20 40 60 80 100

SCR+2 systems for propulsion engines To increase the efficiency of the SCR (SCR+ system) additional catalysts can be added to the system. A hydrolysing catalyst improves the formation of ammonia at lower temperature, an ammonia slip catalyst can remove excessive ammonia that can slip through the system when high efficiencies are needed and an upstream diesel oxidation catalyst balances the relation between NO and NO2 to improve the system efficiency and urea consumption. The DOC can also be used, when needed, for crystal removal within the SCR system. NO2 NO SCR+ OE NOX Diesel injecton Optional Mixer AdBlue injection Mixer Optional PM Engine DOC/DEC Hydro Cat. SCR ASC HC Press 1 Temp 1 Temp 2 Temp 3 Temp 4 NO X CO SCR+2 system 0 20 40 60 80 100

Combined DPF and SCR systems

Option 1 : Multronic EEV :DPF + SCR Diesel injecton Mixer AdBlue injecton Mixer Engine DOC / DEC C/DPF Hydro Cat. SCR ASC Press 1 Temp 1 Temp 2 Temp 3 Press / Temp 4 NO X Temp 5 Ref 2 To achieve Stage IV/V and EPA TIER 4 both NO X and PM must be reduced between 60 and 90%. This can be achieved with the Multronic EEV and SCRonDPF solutions. 100 80 OE SCRonDPF The Multronic EEV is a combination of 2 Multronic systems, the DHCPI particle filter and the Multronic SCR+. 60 40 The efficiency of the system exceeds 90 % for the full range of emissions. 20 0 CO HC PM NOX NO NO2

Option 3 : SCR on DPF with E-DHCPI Diesel injecton Option 2 AdBlue injecton Mixer Engine Heater DOC/DEC SCR on DPF ASC Temp 1 Temp 2 Press 1 Temp 3 Temp 4 NO X

Option 3 : SCR on DPF

Urea dosing SCR ON DPF Urea Temp 1 Urea Press 1 MAP RPM Urea quality (option) Urea Level SCR T1 SCR T2 NOX1 (Pre) NOX2 (Post) Cool. valve Urea Pump (1) cont. Line Heat CAN OBD Inj 1 Bridge display Engine room display

Validation of SCR on DPF on two ships Barge Police Patrol ship This is considered as a normal application Engine: Scania V8 16 liter 450 kw Considered as a worst case scenario Engine : 2 x MTU V2000-01 600 kw

The Barge The silencer The SCR on DPF

The patrol ship Urea dosing The housing SCRonDPF DOC HC dosing

The patrol ship The silencer The SCR on DPF

The patrol ship The control cabinet /monitor Urea tanks on top of the rudder system

1 x Caterpillar 3516 1590 kw SCR and DPF 2 x Caterpillar 3512 1130 kw SCR

ABC 6 cylinder SCR (P) system Spark arrestor also used for urea mixing and distribution Expansion chamber (Piping not shown here) Silencer (details not shown here) Flow DOC element Urea injection area SCR(P) element 2 SCR elements Room for extra SCR element

1 x Caterpillar 3512 1250 kw SCR and DPF 2 x Cummins KTA 38 970 kw SCR

The tanker vessel SCRonDPF Spark arrestor also used for urea mixing and distribution DPF elements (with SCR coatings) SCR and ASC catalysts Flow Diesel dosers DOC element Urea injection area

The tanker vessel silencer by fore

The tanker vessel installation work

The tanker vessel SCRonDPF after

Contact details Gerrit van der Linde Support & Development Bureau Van der Linde Multronic Nederland Franckstraat 1 2901 RD Capelle aan den IJssel Tel; +31 (0)621221944 g.vanderlinde@planet.nl g.vanderlinde@multronic.be www.multronic.be Partner RCI RoTerdam