man diesel & turbo se exhaust gas emissions & solutions...discussed ecas: coasts of mexico, coasts...

20.06.2011© MAN Diesel & Turbo < 1 >

MAN Diesel & Turbo SE

Exhaust gas emissions & solutions

Exhaust gas emissions & solutions

Marcel Lodder

Upgrade & Retrofit

PrimeServ Augsburg

MAN Diesel & Turbo SE

20.06.2011© MAN Diesel & Turbo

Introduction

NOx Reduction Technologies

Internal measures

H2O technology

After treatment

SOx Reduction Technologies

Distillate fuel

Dry EGCS Technology

Dual fuel operation

< 3 >

Agenda


SO2

0.15%

NOx

0.17%CO

0.007%

HC

0.02%

soot/ash

0.003%

pollutants

IntroductionTotal Emissions and Contribution of Ships

Exhaust gas composition of HFO

burning 4-stroke Diesel engines(fuel sulphur content 3%)

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 NOx

and only 3% of human-made CO2

CO2

6%

pollutants

0,35%

N2

74.3%

H2O

8.1%

O2

11.25%


IntroductionNOx SOx and PM Formation

NOx formation

increases

exponentially above

this temperature

Temperature

increase inside

the cylinder

during

conventional

combustion

NOx is generated during combustion due to high temperatures

SOx 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

NOx / SOx / PM are made responsible for

Acid Rain

Pollution of waters

Ground level ozone (NOx)

Health problems

NOx Formation


0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

fuel sulphur content [%]

2008 2010 2012 2014 2016 2018 2020 2022

NOx [g/kWh]

Tier I

Tier III

Tier II

in ECAs

in ECAs

General

IntroductionIMO NOx and SOx Limits

Implementation Schedule per Revised MARPOL Annex VI

20.06.2011© MAN Diesel & Turbo < 7 >

1. Singapore

5. South Korea, Busan

9. Germany, Hamburg

10. China, Qingdao

6. Netherl., Rotterdam

2. China, Shanghai

8. Taiwan, Kaohsiung

7. UAE, Dubai

3. China, Hong Kong

4. China, Shenzhen

existing ECAs: Baltic Sea, North Sea

coming ECAs in 2012: Coasts of USA, Hawaii and Canada

Top Container Ports :

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)

Most used trading routes

IntroductionECAs Trend (Emission Control Areas, status 2011)


IntroductionEmission Limitations

NOx: Marpol regulation valid for new buildings

except vessels with keel laying 1990 – 2000, 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


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Dry EGCS Technology

Dual fuel operation

< 9 >

Agenda


• Miller cycle = early intake valve closure

• Temperature reduction due to expansion

within cylinder

• NOx-reduction without SFOC-penalty

• Premises

• Increased charge air pressure• Deactivation at part load by VVT

to prevent smoke

NOx Reduction Technologies Variable Valve Timing (VVT) and Miller Cycle


NOx Reduction Technologies Hercules Project (2-Stage Turbocharged 6L32/44CR)

20.06.2011© MAN Diesel & Turbo 12

NOx Reduction Technologies EGR (2-stroke Engine)


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Dry EGCS Technology

Dual fuel operation

< 13 >

Agenda


NOx Reduction Technologies Fuel Water Emulsion (FWE)

[current topic]

Reducing combustion temperature by

injecting fuel water emulsion

Emulsion generation by water injection

module at fuel module

Result: lower NOx emission

NOx formation

increases

exponentially above

this temperature

Temperature

increase inside

the cylinder

during

conventional

combustion

Reduced

temperature level

due to cooling

effect of

evaporated water

in the cylinder with

FWE.


NOx Reduction Technologies HAM System Schematic

Saturated Air

ca. 80 °C


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Dry EGCS Technology

Dual fuel operation

< 16 >

Agenda


NOx Reduction Technologies Selective Catalytic Reduction (SCR)

Ammonia

generatorEngine

SCR

catalyst

Aqueous

solution of urea

CO(NH2)2

System

controlMeasuring

1 2 3

4

4 NOX + 4 NH3 + 02 4 N2 + 6 H2O


NOx Reduction Technologies Typical Layout and Dimensions

•NOx reduction by catalyst

•NOx 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

•NOx analyzer

•Working air system

•Limitations:

•No NOx reduction below certain exhaust

gas temperature

•Sensitive to SOx content of the exhaust

gases


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Dry EGCS Technology

Dual fuel operation

< 19 >

Agenda


SOx Reduction TechnologiesPossible Solutions to meet the Requirements

SOx 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


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Dry EGCS Technology

Dual fuel operation

< 21 >

Agenda


SOx Reduction TechnologiesMarine 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


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Scrubber technology

Dual fuel operation

< 23 >

Agenda


Wet Scrubber: DryEGCS:

SOx Reduction Technologies Desulphurization

< 24 >


SOx Reduction Technologies Absorbent – Calcium Hydroxide

Calcium hydroxide pellets – Ca(OH)2

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 18 - 20 m²/g


• Proven processes for the desulphurization of exhaust gases are based on absorptive processes

• Absortive materials are: calcium carbonate [CaCO3], 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 SO2 and SO3

Ca(OH)2 + SO2 → CaSO3 + H2O

2Ca(OH)2 + 2SO2 + O2 → 2CaSO4 + 2H2O

Ca(OH)2 + SO3 + H2O → CaSO4 + 2 H2O

Calcium sulfate (CaSO4 ) = G Y P S U M

SOx Reduction Technologies Dry – EGCS - Process


SOx Reduction Technologies Scheme

Shut down

damper

Shut down

damper

Shut down

damper

Heating

(temp)

Level

indic.

Compressed

air

Blower

Blower

Diesel

Engine

Funnel

Fresh lime container

Rea product container


SOx Reduction Technologies DryEGCS – Cascade Absorber

Clean gas outlet

Raw gas intake

Raw gas Clean gas

AbsorbentInput

LoadedAbsorbent

• 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 NOx reduction can be installed downstream the DryEGCS®


SOx 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

Recycling of residues

possible

Combination with SCR

possible

Low energy requirements

Challenges:

Bulky equipment

Storage capacity for absorbent

Infrastructure


Source:

Bunkerindex

www.bunkerindex.com

SOx Reduction TechnologiesFuel Price History

Significant price gap between

MGO and LSFO / HSFO

HSFO (S*=2,5%wt) 646 $/t

LSFO (S*=1,0%wt) 716 $/t

MGO (S*=0,1%wt) 1034 $/t

Prices dated 29.04.2011

• S = Sulphur, HSFO = High Sulphur Fuel, LSFO = Low Sulphur Fuel, MGO = Marine Gas Oil

Prices in US$

http://www.bunkerindex.com/prices/indices.php


Dry EGCS Business CaseDryEGCS – Effect of Fuel Price Gap on Payback

0,00

1,00

2,00

3,00

4,00

5,00

6,00

7,00

8,00

9,00

10,00

- 50 100 150 200 250 300 350 400

Payb

ack t

ime i

n y

ears

Fuel price difference [$/t]

Assumptions: output =10.000 kW, Øbe = 190 g/kWh, 6.000 h/year, 230 $/t CaOH2

< 31 >

System without installation

System including installation


Introduction


Internal measures

H2O technology

After treatment


Distillate fuel

Scrubber Technology

Dual fuel operation

< 32>

Agenda

20.06.2011© MAN Diesel & Turbo < 33 >

LNG for PropulsionDual Fuel Engines - Operating Mode

Main fuel nozzle

< 1%

Pilot fuel nozzle

MDO

> 99%

Natural gas

(vaporized LNG)

Gas admission valve

> 99%

< 1%

MDO (DMA, DMB)

HFO

Pilot fuel nozzle

MDO

Gas mode Liquid mode


51/60 DFCross 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


Dual fuel operation Advantages of Dual Fuel Engines

[current topic]

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

•Challenges:

•Costs and size of equipment onboard (tanks)

•Bunkering / shore connection during

loading/unloading

Converted 12V 48/60 at

TMG site


Conversion of Diesel engines for Dual Fuel operation

MAN offers conversion of 48/60A and 48/60B engines to 51/60DF

Upgrade & Retrofit Conversion of Diesel Engines to Dual Fuel

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

Output:

48/60A: 1.050 kW / Cyl.

48/60B: 1.200 kW / Cyl.

51/60DF: 975 / 1.000 kW / Cyl.

20.06.2011© MAN Diesel & Turbo < 37 >

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 se exhaust gas emissions & solutions...discussed ecas: coasts of mexico, coasts...

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