2.4 - jsmea- presentation

8/10/2019 2.4 - JSMEA- Presentation

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Developments on Engine

Technologies to reduce the

Emissions

1

Kazutaka Shimada

(Mitsui Engineering & Shipbuilding Co., Ltd)

Large size engines Technical Committee

JSMEA (Japan Marine Equipment Association)

2010.10.14

Tokyo Tripartite Meeting


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Contents

1. Introduction

- revised MARPOL Annex VI

2. Measures to comply with NOx regulation

- IMO NOx Tier II- IMO NOx Tier III

3. Measures to reduce GHG Emission

- WHR (Waste Heat Recovery)- Scavenging Air Control Technologies


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Contents

1. Introduction







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Revised MARPOL 73/78 ANNEX VI

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

18.0

0 500 1000 1500 2000 2500

Engine Speed min 1

N

O

x

g

W

h

Tier I Tier II Tier III

2000 2011 2016

n


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Contents

1. Introduction







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Measures to comply with IMO NOx Tier II

2st Miller Cycle

Optimum Fuel Injection Profile

New components design

For Tier II compliant Engines,In-Engine Technology, which has adverse impact

on SFOC, is applied.


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2 Stroke Miller Cylce

Ref. CIMAC Paper No. 205, Prof. Takasaki


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Injection Profile to optimize the emissions2006-12-22

deg a BDC

barabs

4T50ME-X: Step-profiles 100%load, fuel-pump pressureMAN B&W D iesel A/S 2006-12-21 21:27

170 180 190 200 2100

100

200

300

400

500

600

700

800

900

1000

ReferenceStep-profile: 10msStep-profile: 13msStep-profile: 17ms

The fuel injection rate

control can improve

SFOC-NOx trade-off.

-3g/kWh at 100% on

Tier I I compliant

ME Engine


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Candidate Technology for IMO NOx Tier III

WIF (Water In Fuel Emulsion)

HAM (Humid Air Motor)

EGR (Exhaust Gas Recirculation)

SCR (Selective Catalytic Reduction)

2-Stage Turbocharging


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NOx Tier III EGR

Turbocharger

EGR Blower

Air cooler

+ WMC

Scrubber

EGR Cooler + Water Mist Catcher (WMC)Scrubber

Air cooler + WMC

EGRBlower

Cooler,WMC


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NOx Tier III SCR

Before T/CAfter T/C

0

50

100

150

200

250

300

350

400

450

0% 20% 40% 60% 80% 100% 120%

Eng. Load (%)

Exh.gaste

p.

(deg

C

T/C inlet

T/C outlet

A/B-ON

A/B-OFF

Deterioration of Catalyst

Common Challenge:

Low Temperature

S content in Fuel

Urea Quality

New Catalyst

Recovery of catalyst(after burner)

Response of T/C


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SCR Guideline : NTC 2008

1. The engine shall be tested, at the pre-certification test, with the NOx reducing device

fitted. (2.2.5.1)

There are engines which, due to their size, construction and delivery

schedule, cannot be pre-certified on a test bed. (2.2.4)

2. In such cases, the applicant must demonstrate to the Administration that the onboard

test fully meets all of the requirements of a test-bed procedure as specified in chapter 5

of this Code. (2.2.4)Due to the technical difficulties of on-board measurement, the same

accuracy of the measurement at the test-bed is hard to perform on-board.

3. In those cases where a NOx reducing device has been fitted due to failure to meet the

required emission value at the pre-certification test, the effectiveness of the NOx

reducing device is verified by use of the Simplified Measurement method. (2.2.5.2)

The engine with NOx reducing device shall not be accepted for Engine

Family or Engine Group certification. (2.2.5.4)

Individual Engine

4. Notwithstanding 2.2.5.3 and 2.2.5.4, a NOx reducing device may be approved by the

Administration taking into account guidelines to be developed by the Organization.


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SCR Guideline : Scheme B

Engine

SCR Unit

Measured NOx

Emission at the

Reference Condition

NOx Reduction Ratio at

the Reference Condition

On-Board

Verification of NOx

Reduction Ratio

Test Bed

Demonstrate the complianceat the reference condition

by the calculation

Scheme B is more Accurate for the

Reference Conditions


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SCR Guideline

Advantage to develop the Scheme B:

Smooth Enforcement of IMO NOx Tier III

Robust Certification Procedure at the Reference Condition

Optimum Manufacturing Cost

Robust On-Board Verification (Parameter Check Method)

- Engine

- SCR

Flexible Scope of Supply of SCR (including engine maker)

Retro-Fit possibility of SCR in case of major modification


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NOx Tier III two stage turbocharging

Ref. CIMAC Paper No. 293

Ref. MAN Diesel & Turbo HP


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NOx Tier III Time Frame

2010

2011

2012

2013

2014

2015

2016

2017

NOx Tier III Technical Review

NOx Tier III Start

NOx Tier II Start

SOx ECA =0.1%

Fuel Availability Review

Design

Shop Test

Service Test

CommercialRelease

New Technology Development takes time

Only 1.5 year is remained until Tier

III Technical Review !


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Contents

1. Introduction



- IMO NOx Tier II

- IMO NOx Tier III




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WHR Waste Heat Recovery

Waste

Heat

Recovery

Whole Technologies

using the surplus

energy of the Exhaust

Gas.


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Power TurbinePTSteam TurbineSTGenerator

Shaft Generator / Motor

Shaft Generator&

Motor

Boiler

Grid

Generator

WHR

~ TES

Thermo Efficiency System

~

app.

PT ST

Control Box


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WHR ~ TGU & Hybrid T/C ~

TGU(Turbo Generator Unit)

Hybrid Turbocharger

Boiler

Main

Engine

ST STG

TCHigh Speed Generator

((Relatively Smaler Space Requirement)

DG DE

TC TCG TC TCG

SM


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GHG Reduction

Scavenging Air Control

VT (Variable Turbine)

TC Cut (Large Engine)

Sequential TurbochargerExhaust By-Pass

ME Engine Control Tuning

Measures to improve SFOC by increased trapped air

amount and increased Pmax in partial load.


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Scavenging ir Control

20

40

60

80

100

120

140

160

50% 60% 70% 80% 90% 100%0

1

2

3

4

Pmax

Improve Engine Efficiency in

the part load

Increase Scavenging Pressure : Ps

Increase Compression Pressure

: Pcomp

Increase Cylinder Maximum

Pressure : Pmax

Pcomp

Pscav

-6.0

-5.0

-4.0

-3.0

-2.0

-1.0

0.0

1.0

2.0

3.0

50 60 70 80 90 100

Engine Load [%]

Relative

SFO

C

,N

O

x

[g/kW

h


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VT Variable Turbine

VTA CloseVTA Open

1. Reduce CO2 (SFOC) Emission in the part load

2. Improve NOxCO2 trade-off3. Improve engine reliability due to the increase of air

amount in the part load

4. Decrease heat load in tropical condition

5. Retro-Fit possibility

Features of Variable Turbine Area


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One turbo charger cut

No of TC/Eng max. Load Continuous

Operation

1 15%

2 50% 35%

3 67% 66%

4 75% 68%Emergency Use Only

Scavenging air receiver

Cooler

Exhaust gas receiver

Cooler Cooler

Scavenging air receiverScavenging air receiver

Cooler

Exhaust gas receiverExhaust gas receiver

Cooler Cooler


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Sequential TC

T

B

: TURBINE

: BLOWER

Closed

Large T/CSmall T/C

Scav. Air Manifold

BT

TO FUNNEL

TB

V1

V3TO OUTSIDE V2

Exh. Gas Receiver

Closed

Open

Large T/CSmall T/C

Scav. Air Manifold

BT

TO FUNNEL

TB

V1

V3TO OUTSIDE V2

Exh. GasReceiver

Open

OpenClosed

Low Load

Only Large T/C

Stop Small T/C

High Load

Large T/C & Small T/C

Sequential Turbocharger is the turbochargingSystem to change the combination of the

turbochargers in accordance with the engine

load.High LoadLarge + Small T/C

Low LoadOnly Large T/C

Sequential Turbocharger


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EGB Exhaust Gas By-pass

EGB


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Summary of Todays Presentation

NOx Tier II Compliant Engines have been available byapplying in-engine technologies.

NOx Tier III Compliant Engines need further development.

In case of SCR, the certification procedure in accordance with

NTC 2008 may need further development. (Scheme B)It will discuss in next BLG meeting.

WHR (Waste Heat Recovery) and Scavenging Air Control

Technologies are introduced for reducing GHG emission from

the ships.


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Thank you for your attention

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