workshop-reihe: green shippingperformer · 2017-02-20 · 20.02.2017 ergebnisse der umfrage: 0% 10%...
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20.02.2017
Workshop-Reihe: Green ShippingPerformerLNG Anwendung in der Schifffahrt – Erfahrungen aus der Praxis
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20.02.2017
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Beratung
Motorenhersteller Reederei Sonstiges Werften Wissenschaftliche
Einrichtungen
(Leer)
Wie kann die Politik die Implementierung von LNG als Brennstoff für Schiffe am besten
unterstützen?
EU-weit einheitliche Standards Investitionsprogramme für Schiffe F & E Förderprogramme Investitionsprogramme für landseitige Infrastruktur
Keine Angabe Gesamtergebnis
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20.02.2017
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Beratung
Motorenhersteller Reederei Sonstiges Werften Wissenschaftliche
Einrichtungen
(Leer)
Wie sieht der fuel-mix in der Schifffahrt in 10 Jahren aus?
LNG Wasserstoff / Brennstoffzelle Sonstige LPG HFO /MGO Methanol
Keine Angabe Gesamtergebnis
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20.02.2017
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LNG-Anwendung in der Schifffahrt -Erfahrungen aus der PraxisDr. Andreas Broda, Leer, Februar 2017
LNG im Spannungsfeld der Emissionsgesetzgebung – Eine Betrachtung aus Nutzfahrzeugsicht
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Agenda
• Motivation
• NRMM Emission Legislation
• Technology
• Combustion Systems and Aftertreatment
• CNG vs. LNG
• Summary
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
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Motivation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Future Transport Work (Forecast until 2040 / 2050)
� Sea-based transport work is growing more rapidly
Source: Shell Truck Study 2016Source: Third IMO Greenhouse Gas Study 2014
Freight Transport Shipping Worldwide Freight Transport Germany
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Motivation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Efficiency Enhancement Measurements
ComponentLight Commercial Vehicles and Goods Vehicles Semi-Tr ailer Trucks
Trend Alternative Trend Alternative
Engine / Gearbox 8% 10% 10% 10%
Hybridization 10% 20% 2% 5%
Aerodynamics, Lightweight Design, Low Rolling Resistance Tyres
2% 5% 5% 10%
Eco-Driving 5% 7% 3% 7%
Total Efficiency Improving 23% 36% 19% 28%
Share of Biofuels 12% 20% 12% 20%
Milage-Share of CNG Vehicles 0,5% 2% 0% 0,5%
Share of Biomethane in CNG 20% 20% 20% 20%
Milage-Share of Electromobility 0,5% 2,0% 0% 0%
Electricity.Mix CO2-Emission in gCO2/kWh 512,9 301 512,9 301
Source: Shell Truck Study 2010
� On Road Freight Transport ist growing faster than Techn ology
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Motivation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Fuel Price Trend (2000 – 2017)
� Decreased fuel price differences between crude oil and nat ural gas
0,00
5,00
10,00
15,00
20,00
25,00
World Bank Commodity Price Data
Crude oil, average ($/mmbtu) Natural gas, US ($/mmbtu)
Natural gas, Europe ($/mmbtu) Liquefied natural gas, Japan ($/mmbtu)
2000 2005 2010 2017
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Tax Rate in Germany:
•Diesel: 47,04 ct/l (≈ 4,7 ct/kWh)
•Natural Gas (CNG): 18,03 ct/kg (≈ 1,39 ct/kWh)
In addition, there are several CO2-bonus-programs of private companies / enterprises
(CO2-efficient logistics for example Volkswagen plant logistics).
Motivation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Fuel Cost Situation in Germany (Filling Station)
� Current diesel costs make natural gas less attractive
Diesel 1,149 €/l
CNG 0,999 €/kg
Fuel Costs 13.02.2017
Hu=13,16kWh/kg
Hu=9,86kWh/l Diesel 11,7 ct/kWh
CNG 7,6 ct/kWh
Energy Costs
Tax Reduction expires on 31.12.2018
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IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Emission Legislation
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Emission Legislation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Implementation of NRMM Stage V results in morestringent emission limits and with it additional technical measures. Besides this Dual Fuel engineswill be addressed for the first time.
• Emission limits for SI-Engines 19kW-56kW will be introduced
• Engines in the power range > 56kW will nolonger be differentiated between SI- and Diesel-engines with the exception of engines used in rail - and inland water vessel applications
• THC-limits for dual fuel engines are based on energetic gas content
• SI-engines > 56kW will need additional NOxremoval technology like SCR or TWC
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Emission Legislation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Stage V emission standards for nonroad engines and i nland water vessels
� IWV highest emission requirements at highest engine pow er
Category Ign,Net Power
DateCO HC NOx PM PN
kW g/kWh 1/kWhNRE-v/c-1 CI P < 8 2019 8,00 7,50a,c 0,40b -NRE-v/c-2 CI 8 ≤ P < 19 2019 6,60 7,50a,c 0,4 -NRE-v/c-3 CI 19 ≤ P < 37 2019 5,00 4,70a,c 0,015 1×10^12NRE-v/c-4 CI 37 ≤ P < 56 2019 5,00 4,70a,c 0,015 1×10^12NRE-v/c-5 All 56 ≤ P < 130 2020 5,00 0,19c 0,4 0,015 1×10^12NRE-v/c-6 All 130 ≤ P ≤
5602019 3,50 0,19c 0,4 0,015 1×10^12
NRE-v/c-7 All P > 560 2019 3,50 0,19d 3,50 0,045 -a HC+NOxb 0,60 for hand-startable, air-cooled direct injection enginesc A = 1,10 for gas enginesd A = 6,00 for gas engines
CategoryNet Power
DateCO HCa NOx PM PN
kW g/kWh 1/kWhIWP/IWA-v/c-1 19 ≤ P < 75 2019 5 4,70b 0,3 -IWP/IWA-v/c-2 75 ≤ P < 130 2019 5 5,40b 0,14 -IWP/IWA-v/c-3 130 ≤ P < 300 2019 3,50 1,00 2,10 0,10 -IWP/IWA-v/c-4 P ≥ 300 2020 3,50 0,19 1,80 0,021×10^12a A = 6.00 for gas enginesb HC + NOx
Diesel Particulate Filter necessary
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Emission Legislation
Implementation NRMM Stage V
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Bildquelle: Delphi
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Emission Legislation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
PN limited in the EU as of 2019 (P > 300 kW)
Power-Range
VZ NOx+HC PMYear of
AdoptionNOx+HC PM PN
Power-Range
7.5 0.4 2009+19 19
4.7 0.3 2014+ 4.7 0.375 75
5.4 0.14130
<0,9L 5.4 0.14 2012+ NOx
2.1 0.10,9…1,2L 5.4 0.12 2013+ 300
>300
1,2…3,5L 5.6 0.1 2018+ 1.8 0.015 1x1012
600NOx
1.8 0.04 MY20171400
1.8 0.04 MY20162000
1.8 0.04 MY20143700>3700 (Category 2)
1.8 0.06 MY2016
U.S. EPA, Inland Waterway Vessel EU-Stage V "IWP" (2019)
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IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Technology
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Motivation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Methane as Fuel in Commercial Vehicle Applications
� Theoretical Reduction of CO 2-Emissions by using Methane (21-26%) due to lower C-Co ntent comparedwith Gasoline/Diesel
H/C ca. 2/1H/C ca. 4/1
Energy Source H u [kJ/kg] kg CO 2/kg kg CO 2/SKE
Methane ≈ Natural Gas
50082 2,75 1,62
n-Octan ≈ Gasoline 44162 3,08 2,07
Pentadecan ≈ Diesel 41441 3,11 2,2
Quelle: Chemie für den Maschinenbau 2008
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Technology
Combustion Concepts Natural Gas
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Current EURO VI and NRMM Stage V Concepts (SI > 56 kW)
Large Bore Engines and NRMM Stage V Concepts (SI < 56 kW)
Dual Fuel System EPA 2010 (HPDI© Westport)
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Technology
Otto-SI Engine Dual-Fuel (conventional) Dual-Fuel HDI
Characteristic • low pressure gas injection into intake manifold• Quantity-control using trottle-valve• positive ignition by spark plus• EAT: Three-Way-Catalyst
• low pressure gas injection intointake manifold
• mixture of quality- and quantity-control
• quantity-control by trottle-valve orcompressor-bypass
• Ignition by Diesel-Injection• EAT: Methane DOC, DPF & SCR
• High Pressure Direct Injection• pure quality-control• Ignition by Diesel-Pilot-Injection• EAT: Methane DOC, DPF & SCR
Amendment • 100% natural gas• knock sensitive• decreased combustion noise compared to Diesel• CNG or LNG
• 100% Diesel or Diesel-substitution with NG
• substitution max. 80%; generally50%-60%
• CNG or LNG
• 100% Diesel or Diesel-substitution with NG
• substitution max.97%• high knock resistance due to
inhomogeneous charge (fuel gas mixture)
• CNG or LNG
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
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Technology Rating
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Direct Injection allows 10% more energy input at const. vol. efficiency
� Mixture Heating Values for different Fuels
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Technology - Dual Fuel Retrofit
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
� Einfache Nachrüstlösungen erlauben mit intelligente m Motormanagement große wirtschaftliche Vorteile im D ual-Fuel-Betrieb
Einfache Nachrüstung eines 9l Industriedieselmotors mit intelligenter IAV-ECU hat im 8-Stufen Test gezeigt, dass:
• Partikel-Emissionen >90% reduziert werden können
• Substitutionspotential bis zu 80%
• Diesel-Volllast bleibt erhalten
• Kraftstoff-Kostenersparnis von 30%-40%
• Abgasnachbehandlung muss für höhere HC- und CH 4-
Emissionen angepasst werden
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Technology – LNG-Composition
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Alt
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: E
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asb
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� Significant difference according to countries of or igin
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Technology - LNG vs. CNG
Diesel CNG (energyequiv. Diesel)
LNG(energy equiv. Diesel)
Tankweightincl. fuel
400 kg 725 kg 590 kg
Tankvolume 400 l 1755 l 850 l
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Source:U.S. and Canadian Natural Gas Vehicle Market Analysis: „Heavy-Duty Vehicle Ownership and Production“ ,Final Report
Quelle: “Liquefied Natural Gas - LNG“, National Energy Education Development Project (NEED)
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Technology
LNG vs. CNG Energy Density (weight of tank included)
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Source: Daimler
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Technology
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
Quelle: Chart / Kodiak
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Technology
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
LNG & CNG filling station as mobile solution
� Filling station technology is available
Quelle:Chart
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Technology Rating
Facts:
LNG offers highest energy densities of alternative fuels
LNG availability rises due to expanding LNG-termina ls in seaports
Refueling Time important for HD-Trucks
� Using LNG leeds to same refueling times like Diesel (up to 150l/min)
LNG Boil-Off is no issue for engines with high powe r density
Well-to-Tank economy depends on length of transport route and production
Technology (combustion system & aftertreatment) is available
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
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Summary
• Annual milage of Heavy Goods Vehicles will be nearly doubled in 2030
• Efficiency improvements cannot compensate the increasing fuel-demand
• Methane / Natural Gas is one of the most promising alternative fuels
• CO2-Benefit can only be attained if Diesel-Engine-Efficiencies will be achieved
• NRMM Stage V make high demands on pollution reduction for both Diesel- and SI-engines, also for inland water
vessels (DPF)
• Dual-Fuel Technologies exist and are, more recently, approvable in the EU
• LNG offers highest energy densities and allows short refueling times
• Current fuel cost situation makes Diesel more attractive for mobile applications (expected to rise over the short to
medium term)
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
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Vielen Dank
Dr.-Ing. Andreas Broda
Team Manager MD-N12Engine Testing and CalibrationCV-Diesel & Natural Gas Engines
Commercial VehiclesBusiness Area Powertrain Mechatronics
Nordhoffstraße 5; 38518 Gifhorn (Germany)
Phone: +49 5371 80 [email protected]
www.iav.com
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung
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20.02.2017
Moderiertes Fachgespräch zu den Auswirkungen anstehender
Umweltregularien (NRMM und NECA)Khalid Tachi, Expertise- en InnovatieCentrum Binnenvaart (EICB)
Gert Mensink, Ministerie van Infrastructuur & Milieu
Bram Kruyt, Wärtsilä
Wolfgang Hintzsche, Verband Deutscher Reeder (VDR)
Dietmar Zutt, MAN Diesel & Turbo SE
Sander den Heijer, Netherlands Maritime Technology (NMT)
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REGULATION (EU) 2016/1628On requirements relating to gaseous and particulate pollutant emission limits
and type-approval for internal combustion engines for non-road mobile
machinery
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mission
stage
Engine sub-
category
Power range CO HC NOx PM mass PN A
kW g/kWh g/kWh g/kWh g/kWh #/kWh
Stage V IWP/A-v-1
IWP/A-c-1
19 ≤ P < 75 5,00 (HC + NOx ≤ 4,70) 0,30 — 6,00
Stage V IWP/A-v-2
IWP/A-c-2
75 ≤ P < 130 5,00 (HC + NOx ≤ 5,40) 0,14 — 6,00
Stage V IWP/A-v-3
IWP/A-c-3
130 ≤ P < 300 3,50 1,00 2,10 0,10 — 6,00
Stage V IWP/A-v-4
IWP/A-c-4
P ≥ 300 3,50 0,19 1,80 0,015 1 × 1012 6,00
NRMM STAGE V: REGULATION (EU) 2016/1628
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Power range CO HC NOx PM
(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh)
37≤P<75 6.5 1.3 9.2 0.85
75≤P<130 5.0 1.3 9.2 0.70
P≥300 5.0 1.3 n ≥ 2800 min-1 = 9,2
500 ≤ n < 2800 min-1 = 45 * n -0.2
0.54
CCNR I emission limit values
Power range CO HC NOx PM
(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh)
19≤P<37 5.5 1.5 8.0 0.8
37≤P<75 5.0 1.3 7.0 0.4
75≤P<130 5.0 1.0 6.0 0.2
130≤P<560 3.5 1.0 6.0 0.2
P≥560 3.5 1.0 n ≥ 3150 min-1 = 6,0
343 ≤ n < 3150 min-1 = 45 n -0.2 – 3 n
< 343 min-1 = 11,0
0.2
CCNR II emission limit values
Power range Engine
ignition
type
CO HC NOx PM mass PN A
(kW) (-) (g/kWh) (g/kWh) (g/kWh) (g/kWh) (1/kWh) (-)
19≤P<75 all 5 (HC + NOx ≤ 4.70) 0.3 - 6
75≤P<130 all 5 (HC + NOx ≤ 5.40) 0.14 - 6
130≤P<300 all 3.5 1 2.1 0.1 - 6
P≥300 all 3.5 0.19 1.8 0.015 1x1012 6
EU NRMM Stage V emission standards for engine types IWP and IWA
CCNR I
CCNR II
Stage V
CCNR I
CCNR II
Stage V
NRMM STAGE V: REGULATION (EU) 2016/1628
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Methodology for adapting the emission laboratory test results to include the deterioration factors:
3.2.2. Service accumulation schedule: Service accumulation schedules may be carried out at the choice of the manufacturer by running a non-road mobile machinery equipped with the selected engine over an "in-service" accumulation schedule or by running the selected engine over a "dynamometer service" accumulation schedule.
3.2.2.1.7. Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Annex V to Regulation (EU) 2016/1628.
3.2.6.1 Assigned deterioration factors: As an alternative to using a service accumulation schedule to determine DFs, engine manufacturers may select to use assigned multiplicative DFs….
3.2.6.2. Where assigned DFs are used, the manufacturer shall present to the approval authority robust evidence that the emission control components can reasonably be expected to have the emission durability associated with those assigned factors. This evidence may be based upon design analysis, or tests, or a combination of both.
NRMM STAGE V: REGULATION (EU) 2016/1628
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20.02.2017