egr, scr and combined egr and egc scrubber - · pdf fileman diesel & turbo norway, 22....
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1 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
CIMAC NMA Norge
Norwegian Shipowners' Association, 22nd January 2014,
Low speed Tier III technologies
EGR, SCR and combined
EGR and EGC scrubber
Kjeld Aabo Director
Customer support
Marine Low Speed Disclaimer
All data provided on the following slides is for information purposes only,
explicitly non-binding and subject to changes without further notice.
2 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Two-stroke Low Speed Engines Marine Engines
3 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
1 EGR – Exhaust Gas Recirculation
2 SCR – Selective Catalytic Reduction
3 Combined EGR and EGC (Exhaust Gas Cleaning) scrubber
Low speed Tier III technologies
4 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 3336719.2010.04.27 (NK/LDF)
EGR
(Exhaust
Gas Recirculation)
SCR
(Selective
Catalytic Reduction)
Low speed Tier III technologies
5 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 3336719.2010.04.27 (NK/LDF)
EGR
(Exhaust
Gas Recirculation)
EGR combined with EGC scrubber
EGC scrubber
(Exhaust
Gas Cleaning scrubber)
Combined
SOx reduktion NOx reduktion
6 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
1 EGR – Exhaust Gas Recirculation
2 SCR – Selective Catalytic Reduction
3 Combined EGR and EGC (Exhaust Gas Cleaning) scrubber
Low speed Tier III technologies
7 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR
System layout med T/C cut-out matching
8 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR System Layout with cylinder bypass
matching
9 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Auxiliary system for EGR
10 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR integrated engine design:
6S80ME-C9.2
EGR inlet pipe &
pre-scrubber
Dual cooler
EGR scrubber
EGR blower
Distribution chamber
Mixing chamber
EGR outlet pipe
11 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR Unit Integrated on Engine
EGR inlet pipe &
pre-scrubber (not seen)
EGR cooler
EGR scrubber
EGR blower
Distribution chamber
Water Mist Catcher
EGR mixing
12 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
New EGR Unit Design
Compact EGR unit designed
for engine-mounting
Combined scrubber/cooler to
optimise scrubbing and
lowering the scrubber water
temperature
Water mist catching after
scrubber by reversing
chamber and high efficiency
WMC
Coolers
Scrubbers
WMC
Outlet
Inlet Pre-conditioned
EGR gas
Reversing
chamber
13 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR key components
EGR cooler EGR blower
Valves EGR sensor
EGR unit
On engine Off engine
Water Treatment System
Scrubber Control system
Tanks
Drain
14 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR control system - HMI
15 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
NOx certification of EGR engine modes
for TC Cut-out engine
IMO NOx certifi-
cation (Test cycle E2 or E3)
Tier II
(Cycle value calculated from highest NOx value
from each load point)
Tier III
Engine mode Economy No EGR Low EGR* High EGR
Engine mode no. 1 2 3 4
Turbochargers in
operation
Basis+ Cut-
out TC Basis TC Basis TC Basis TC
Load range 0 - 110% 0 – 50% 0 - 75% 0 - 100%
* Optional if test bed results are positive
16 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Shop test of 6S80ME-C9.2 at HHI-EMD,
September 2012
Tier III NOx levels: cycle value & mode caps
Fuel optimised Tier II EGR mode concept
EGR engine Control & Safety system
High efficient EGR scrubber
EGR blowers
EGR oxygene sensor setup
EGR coolers
EGR Water Treatment System
17 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Expected change in fuel oil consumption
ECA-EGR
Tier III
Low EGR
Tier II
Economy
Tier II
100% +4 +4 0
75% +3 +0 0
50% +2 -5 0
25% +0 -5 0
ECA-EGR
Tier III
Low EGR
Tier II
Economy
Tier II
100% +5 +3 +2
75% +4 -1 0
50% +3 -5 -5
25% +0 -5 -5
EGR engine with cut-out turbocharger:
EGR engine with cylinder by-pass:
*For some engines it is nessecary to remove shims in order to
avoid smoke in ECA-EGR mode which can result in a higher SFOC in
Low EGR mode.
18 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
NOX and PM in exhaust – test results
: Economy mode
: Low EGR mode
: ECA-EGR mode
19 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR engine parameters
: Economy mode
: Low EGR mode
: ECA-EGR mode
20 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
6S80ME-C9-EGR on-board Maersk Cardiff
21 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR Service test status
Alexander Maersk – EGR launched March 2010
>2400 running hours on HFO with 3% sulfur
Engine components is not affected by EGR
Crew operates the system
Maersk Cardiff – EGR launced February 2013
>1000 running hours on HFO with 3% sulfur
Engine components is not affected by EGR
EGR system components works well
Crew operates the system
22 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR references (service tests)
13.09.2013 RASA/ Dept LSP
In service –
Launched in march
2010
In service –
Launched in march
2013
Ordered –
Delivery in June and
Sept. 2013
Ordered –
Delivery in
Dec. 2014
23 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Installation aspects
24 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Conclusions on EGR development
Compact EGR engine design for 6S80ME
and 6G70ME engine is completed.
Tier III test results with satisfying SFOC and
other emissions are confirmed.
Service test of EGR is progressing as
planned.
EGR concepts for entire engine program is
identified and validated.
Commercial orders is signed with Chevron
and NYK.
25 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
1 EGR – Exhaust Gas Recirculation
2 SCR – Selective Catalytic Reduction
3 Combined EGR and EGC (Exhaust Gas Cleaning) scrubber
Low speed Tier III technologies
26 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
SCR
System layout på motor
V2
V1
V3
V4
27 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
System layout Demonstration of solutions
Increase of exhaust gas temperature
SCR system placed on the high pressure side of the turbine
28 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
System layout Demonstration of solutions
Increase exhaust gas temperatures further at low load
Cylinder & SCR bypass provide correct temperature
Example: Temperature must be increased 70°C from 260°C to 330°C at 25%
29 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
System layout Demonstration of solutions
Integrate the temperature control in the Engine Control System
Departure from harbor
Maneuvering, accelerations and deceleration
Low speed
30 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Tier III SCR System
31 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Tier II operation
– The exhaust gas goes
directly to the turbine
Tier III SCR System
32 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Tier III SCR System Pre-turbine SCR
Tier III operation
– The exhaust gas is
directed to the SCR
reactor
33 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Auxiliary system for SCR
3338581.2013.01.25
34 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
System layout Demonstration of solutions
Integrate the temperature control in the Engine Control System
Departure from harbor
Maneuvering, accelerations and deceleration
Low speed
35 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
System layout Demonstration of solutions
IMO Tier III compliance
6S46MC-C 25 % load 50 % load 75 % load 100 %load Cycle
Tier I (17 g/kWh) 18.1 17.2 14.7 12.4 15.8
Tier III (3.4g/kWh) 2.9 3.1 2.9 2.5 2.8
36 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Results
Tier III operation is confirmed
Tier III NOx
Engine control system
Low load method
SCR control system
Fields of improvements
Valves
NH3 slip
Maintenance of exhaust gas boilers
Integration of SCR control system
Materials
NOx sensors
Santa Vista service test - 6S46MC-C Confirmation
37 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Santa Vista
Accumulation of ammonium bisulphate (ABS)
At least one of these three factors needs to be in tight control
(mixing, urea nozzles, dosing system or cleaning methods)
38 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Santa Vista Corrosion in general
Before operation After operation After cleaning
Corrosion is an issue that needs further investigation
Most properly to the injection of urea solution into the
exhaust gas or leaking bypass vales
39 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Emission Technology – Tier III
SCR references (in service)
Operator / Vessel Nissho Shipping Co., Ltd / M/V Santa Vista
Engine 1 x 6S46MC-C
MCR kW 8280
Ship type & capacity 38,000 DWT, general cargo carrier
Builder Hitachi
Technology Stand alone High pressure upstream TC SCR
First commercial TIER III compliant SCR engine.
Operator / Vessel Hyundai Heavy Industry
Engine 4 x 6S50MC
MCR kW 7860
Ship type & capacity 37,000 DWT
Builder HHI
Technology Stand alone High pressure, Upstream TC SCR
40 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Conclusions on SCR development SCR application for Tier III, two-stroke
On an MAN B&W two-stroke diesel engine, SCR has demonstrated a
NOx reduction that ensures IMO Tier III compliance
A low load method has been developed securing the desired minimum
operation temperature
An engine control system capable of handling all aspects of IMO Tier III
operation has been developed
Solutions for critical parameters securing a successful technical
solution have been identified
SCR system application will be available in due time before 2016
for the complete engine range
41 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
1 EGR – Exhaust Gas Recirculation
2 SCR – Selective Catalytic Reduction
3 Combined EGR and EGC (Exhaust Gas Cleaning) scrubber
Low speed Tier III technologies
42 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Combined EGR and EGC scrubber Feasibility study funded by the Danish EPA
The objective of the project was to examine how
emissions as NOx, SOx and PM from ships can be
reduced by combining two well-known but very
different technologies; EGR (Exhaust Gas Re-
circulation) for NOx reduction and EGC scrubber
(Exhaust Gas Cleaning scrubber) for SOx and PM
reduction.
Sub-projects:
A. Retrofit of EGC scrubbers
B. Engine with Integrated EGR
C. Combined EGR and EGC scrubber
See more on: www.ecoinnovation.dk
43 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Scrubber design
Water Treatment
System design
Combined EGR
and EGC
scrubber
Ship design
Engine design
Funding by:
Combined EGR and EGC scrubber
Feasibility study funded by the Danish EPA
44 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
4,900 TEU vessel
MAN B&W 6S80ME-C9.2 (2-stroke engine 27 MW)
MAN Diesel & Turbo Exhaust Gas Recirculation (EGR) scrubber
Alfa Laval PureSOx Exhaust Gas Cleaning (EGC) scrubber
Alfa Laval water treatment system (WTS) for cleaning the scrubber water
Combined EGR and EGC scrubber
45 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Layout of combined EGR and EGC system without auxiliary systems.
Combined EGR and EGC scrubber
46 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Combined EGR/EGC system
Standard system
Combined EGR/EGC system
Reduced exhaust system (30%)
Char-ger
Combustion
EGC scrubber
EGR scrubber
Tur-bine
Blower
100% MCR100% Flow
0% EGR
Non ECA modeStandard configuration
100% MCR70% Flow30% EGR
Char-ger
Combustion
EGC scrubber
EGR scrubber
Blower
Tur-bine
ECA modeStandard configuration
EGC scrubber
Combustion
EGR scrubber
Blower
70% MCR70% Flow0% EGR
Non ECA modeReduced configuration
Char-ger
Tur-bine
Combustion
EGC scrubber
EGR scrubber
Blower
100% MCR70% Flow30% EGR
ECA/Non ECA modeReduced configuration
Char-ger
Tur-bine
Combined EGR and EGC scrubber
47 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGC scrubber
Two-stroke diesel engine with integrated EGR
Water treatment system
Tank for caustic soda
Scrubber water circulation tank
Combined EGR and EGC scrubber
48 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Installation costs 27 MW motor
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
Separate Combined Reduced
Mio
$
First cost of EGR/EGC systems
Installation
WTS
EGCS
EGR
Combined EGR and EGC scrubber
49 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Running costs 27 MW motor
0.1%/0.5% 3.0%/3.0%
IMO fuel Sulphur fuel
No EGC Standard EGC
Total cost 20,736,509 16,614,662
EGC cost incl SFOC penalty 0 378,239
EGR cost incl SFOC penalty 196,633 228,458
Fuel cost - excl SFOC penalty 20,539,875 16,007,965
0
5,000,000
10,000,000
15,000,000
20,000,000
25,000,000
$/y
ear
Operating cost of EGR and EGC 27 MW; 6000 hours; IMO cycle; 20% ECA share
IMO fuel versus high sulphur fuel
Combined EGR and EGC scrubber
50 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
• Significant achievements by combination of EGR og EGC scrubber.
• The EGC scrubber size can be reduced approx. 30% and the Water
Treatment System can be simplyfied.
• Installation costs can be reduced by approx. 20%.
• Running cost can be reduced with approx. 20% when using HFO in stead of
IMO fuel (MGO 0,5/0,1%S).
• On top of NOx/SOx compliance the PM amount in the exhaust will be
reduced with approx. 80% compared to a standard engine running on HFO.
Combined EGR and EGC scrubber
51 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Emission Project Guide
For general installation aspects
our newly launched Emission Project
Guide can be used.
Download it from www.mandieselturbo.com
52 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Mr. Diesel vs Mr. Otto
- Why do we need the high injection pressure ?
ME-GI is a Diesel Cycle Engine,
All others are Otto Cycle
Mr. Diesel’s Process Mr. Otto’s Process
Gas in cylinder during compression
Otto process gas-air pre-mix
Power reduction (>15%) = more cylinders
Load ramp needed
Pre-ignition / knocking risk
Gas mixture important
Methane slip significant -up to 4%+
Retrofit?
Gas ignited when injected
Diesel process maintained
Unchanged Power Density
Load response unchanged
No pre-ignition / no knocking
Insensitive to gas mixture
Negligible methane slip
ME-GI easy to retrofit
< 52
>
3338198.2012.03.05 (LS/OG)
53 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
ME-LGI Fuel properties
• Below table shows the properties of some different liquid gas fuels with
Diesel as a reference. Compared to Diesel the viscosity of the
fuels is much lower hence lubrication, of the moving parts, will be
necessary.
• In general the flash point is below 60⁰C except for Diesel.
• At atmospheric conditions LPG and DME is in the gas phase.
Fuel LPG* Methanol Ethanol DME Ethane Diesel
Liquid density (kg/m3) 455-550 796 794 670 447 860
Lower heating value (MJ/kg) 46 19.9 27 28.7 47 43
Boiling temperature(⁰C at 1bar) -43-(-1) 65 78 -24.9 -890 180-360
Vapour pressure (bar at 20⁰C) 8.5-2.2 0.13 0.059 5.3 38.3 <1
Critical temperature (⁰C) 97-152 239.4 241 127 32.2 435
Kinematic viscosity (cSt at 20⁰C) 0.17-0.24 0.74 1.2 0.2 2.5-3.0
Bulk modulus (bar at 50⁰C and PSupply) 1700-3600 8200 9000 5500 15500
Engine type ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B
* LPG is a mixture of primarily Propane (left) and Butane (right).
54 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
ME-GI Combustion Concept
From actual footage (colorized)
Yellow = pilot oil
Blue = gas fuel
Conventional slide fuel valve
Gas fuel valve
Gss distribution channel (yellow)
Gas distributor block
Gas chain link double-walled pipes
1
2
3
4
5
6
1
2
3
4
5
6
55 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Dual fuel gas engine – Tier II Reference list
Engine type ME-GI / ME-LGI
07/01/2014 RASA/LSP
No. of
ships Opt.
No. of
eng. Engine Mk Gas Ship Type Capa. Unit Owner Builder Yard Hull no.
Delivery
year
5 5 20 5 G 70 ME-C 9.2 GI LNG tanker 173400 CBM Teekay LNG partners Hyundai DSME DW2407/08/16/17
#1+2 2014
2 3 5 8 L 70 ME-C 8.2 GI Container 3100 Teu Totem Ocean Trailer Doosan NASSCO TOTE6495/96 2014
15 9 L 28/32 DF Gensets
2 2 4 7 S 90 ME-C 9.2 GI Container 3600 Teu Matson Hyundai Aker Philadelphia 029/ 030 2018
2 2 4 8 S 50 ME-B 9.3 GI Container 1431 Teu Brodosplit Brodosplit Brodosplit 2015
8 7 L 28/32 DF Gensets
4 5 L 28/32 DF Gensets
2 4 7 G 70 ME-C 9.2 GI LNG tanker 176300 CBM Knutsen OAS Shipping Hyundai HHI-SBD 2015
2 2 8 S 70 ME-C 8.2 GI Container Crowley HHI-EMD VT Halter 2015
6 9 L 28/32 DF Gensets
1 3 4 6 S 50 ME-C 8.2 GI LPG tanker Navigator Gas - Jiangnan 2015
2 4 7 G 70 ME-C 9.2 GI LNG tanker 175000 CBM - Mitsui Imabari 2015
1 2 6 S 70 ME-C 8.1 GI LNG tanker 210000 CBM Qatar Gas MDT NKOM (Retrofit) 2015
2 1 3 7 S 50 ME-B 9.3 LGI Methanol
Carrier 50000 dwt MOL Mitsui MNS 2015
2 1 3 6 G 50 ME-B 9.3 LGI Methanol
Carrier 50000 dwt Westfal-Larsen Hyundai HMD 2015
2 1 3 6 G 50 ME-B 9.3 LGI Methanol
Carrier 50000 dwt Marinvest Hyundai HMD 2015
Total Dual Fuel main engine 58 engines
Total Dual Fuel Gensets 33 gensets Total power main engine 1.2 GW
56 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
LNG Production QUALITY – Variation in MN vs Production Capacity
The greatest production is seen at lower Methane Numbers
An engine with a min MN spec (AVL) of 80 can use only 38% of global supply
An engine with a min MN spec (AVL) of 70 can use 90% of global supply
An engine with no MN requirement, like the ME-GI can use ALL LNG qualities
M
N
mtpa
MN
Range
(AVL)
Global
LNG
Production
(mtpa)
% of Total
LNG
produced
0 - 70 26 10 %
70 - 75 118.3 43 %
75 - 80 26.1 10 %
80 - 100 102.8 38 %
0 -100 273.15 100 %
RSL-LSP 3338665.2013.03.12 00.00.2012
So
urc
e: S
he
ll In
tern
ation
al
57 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
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.
Disclaimer
58 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Kjeld Aabo
Thank You for Your Attention