September 16-17, 2003

Houston, Texas
Session Chair Wayne Cole, Cole Engineering
ENVIRONMENT
The Diesel Engine and the Environment
David Steffens
Wartsila North America, Inc.
Introduction
The diesel engine and the environment
- rules and regulations
- emission reduction technologies
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WFI-M Marine
Typical composition of diesel engine exhaust gas
Nitrogen N
2
: 76%
Oxygen O
2
: 13%
Carbon dioxide CO
2
: 5% Low due to high efficiency
Water H
2
O: 5%
Sulphur oxides SO
X
Fuel choice related
Carbon monoxide CO Low due to good combustion
Hydrocarbons C
X
H
y
Low due to good combustion
Particles Low at steady state operation
Influenced by fuel ash and
sulphur content
Visible smoke FSN Low load related (<25% load)
Nitrogen oxides NO
X
To be controlled
Together
> 99.5%
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Exhaust compounds and their environmental impact
NO
x
:
acid rain, acidification
ozone/smog formation in the lower atmosphere
(potential damage on vegetation and human health)
Particulates:
some considered carcinogenic
blackening with soot
SO
x
:
acid rain, acidification
potential detrimental effect on human health
CO:
ozone/smog formation in the lower atmosphere
CO
2
:
the major greenhouse gas
Hydrocarbons:
ozone/smog formation in the lower atmosphere
some considered carcinogenic
contribute to the greenhouse effect
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Annex VI to MARPOL 73/78
Applies to: Ships of 400 GRT or above,Platforms and
Drilling Rigs
Enters into force: 12 month after the date on which not
less than 15 states, constituting not less than 50% of the
gross tonnage of the worlds merchant fleet, have signed
the protocol
It is important to note that the NOx emission regulation is
linked to the date, 1st of January 2000. Ships
constructed after this date will be required retroactively to
comply with these requirements when Annex VI enters
into force.
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IMO MEPC Proposal for Global Marine NO
x
Legislation
0
20
18
16
14
12
10
8
500
N
O
x
e
m
i
s
s
i
o
n
s
,

w
e
i
g
h
t
e
d

(
g
/
k
W
h
)
1000
Rated engine speed (rpm)
ISO 8178 Test Procedure
Reference Fuel: Marine Diesel Oil
1500 2000
NO
x
(g/kWh) = 17
= 45 x rpm
= 9.8 2000
130
rpm < 130
rpm
>
< rpm < 2000
-0.2
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Diesel NO
X
Formation
Thermal NO
X
formation (65-75%)
Nitrogen source: combustion air
Formation process: extremely complex including hundreds of
different reactions
Strong temperature influence (exponential)
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Thermal NO
x
Formation
0
2
4
6
8
10
12
14
16
18
20
4
0
0
2
0
0
6
0
0
8
0
0
1
0
0
0
1
2
0
0
1
4
0
0
1
6
0
0
1
8
0
0
2
0
0
0
2
2
0
0
2
4
0
0
Local Temperature (K)
R
e
l
a
t
i
v
e

N
O
x
-
C
o
n
c
e
n
t
r
a
t
i
o
n
NO
x
Equilibrium Concentration
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Typical NO
x
-Emissions for Different
Types of Engines
8
13
4
8
0.65
1.3
Typical NO
x
Emissions in g/kWh:
Diesel
Liquid Fuel
Gas
Diesel
Lean Burn
Gas Engine
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operating on MGO
0
2
4
6
8
10
12
14
Diesel engine with
Selective Catalytic
Reduction
Aeroderivative gas
turbine
Diesel engine with
Direct Water
Injection
Diesel engine
N
O
x

g
/
k
W
h
NOx emissions of different prime movers
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Emission reduction
Technologies to reduce emissions:
Primary Methods - During Combustion
Secondary Methods - After Combustion
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Primary NO
x
control - diesel engines
Available today - Combustion Modification
Emission rating
Adjustment of fuel injection timing/TC specification
NO
x
reduction potential: 10 - 20 %
Simple and cheap
Increased fuel consumption and thermal load
Low NO
x
combustion
Rearranged diesel cycle
NO
x
reduction typically: 25 - 35 %
NO
x
well below the IMO limit
Unchanged or improved fuel consumption
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Primary NO
x
control - diesel engines
Direct water injection
Humidification of the combustion process
NO
x
reduction typically: 50 - 60 %
Improved thermal load and engine cleanliness
Available today - Water Injection
Water-in-fuel emulsions
Humidification of the combustion process
NO
x
reduction potential typically: 20 %
Limitations
emulsion stability
fuel injection system capacity
poor engine performance in non-water operational mode
cavitation risk in injection system
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Low NO
X
Combustion Engine Design
Rearranged diesel cycle
Very late fuel injection start
Higher compression ratio
Early inlet valve closing (4-stroke)
Late exhaust closing (2-stroke)
Optimized combustion chamber
Optimized fuel injection pressure
Results
Lower combustion temperatures
Shorter duration at high temperatures
Conclusions
NO
X
reduction typically 25-35%
Unaffected fuel consumption
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Low NO
x
Combustion
-90 -90 -60 -60 -30 -30 0 0 30 30 60 60 90 90 120 120
C
y
l
i
n
d
e
r

P
r
e
s
s
u
r
e
C
y
l
i
n
d
e
r

P
r
e
s
s
u
r
e
Pressure rise
induced from
combustion
Pressure rise
induced from
combustion
Pressure rise
induced from
compression
Pressure rise
induced from
compression
Conventional Design
Engine Maximum Firing Pressure
Low NO
x
Design
Engine Maximum Firing Pressure
Application: All Fuel Types
TDC TDC
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Implementation of Low NO
x
Combustion on
Wrtsil Vasa 32b
100%
80%
100%
97%
Relative NO
x
Emissions Relative Spec. Fuel Cons.
= 12
WV32
= 13.8
WV32LN
= 12
WV32
= 13.8
WV32LN
Compr.
Ratio
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Features of fuel-water emulsions
Disadvantages
Increased camshaft torque and cam load.
Full load of engine not possible at high water ratios due to
limitations in the fuel injection equipment.
Same nozzles not optimal for operation with and without
emulsion.
Negative impact on injection equipment reliability and
lifetime.
Increased fuel viscosity, higher preheating temperatures
needed.
Advantages
Improved low load smoke.
Lower NOx. The NOx limitation is limited to about 20%,
because unlimited water amounts cannot be kept in a stable
emulsion.
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FSN
MEC Test on W6L46CR, Vaasa
2-19 December 2002
INFLUENCE OF WATER EMULSION ON FSN
Standard Nozzle: 12x0.64x160, Fuel: HFO
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0 10 20 30 40 50 60 70 80 90 100 110
Engine load [%]
W/F ratio = 0, without MEC
W/F ratio = 0, with MEC
W/F ratio = 0.1
W/F ratio = 0.2
W/F ratio = 0.3
F
S
N
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NO
x
emissions
MEC Test on W6L46CR, Vaasa
2-19 December 2002
INFLUENCE OF WATER EMULSION ON NO
x
EMISSIONS
Standard Nozzle: 12x0.64x160, Fuel: HFO
Reference NO x: Without MEC
0.75
0.80
0.85
0.90
0.95
1.00
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35
W/F ratio
100% load
85% load
75% load
50% load
R
e
l
a
t
i
v
e

N
O
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The principle of Direct Water Injection
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Direct Water Injection
Flow fuse
High pressure
water pump
Water
tank
Water
Fuel
Water needle
Fuel needle
Solenoid
valve
Control
unit
T
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Direct Water Injection
typical water/fuel timing and duration
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CASS (Combustion Air Saturation System)
Emission Control Technologies - Tomorrows solutions
Future Technologies:
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CASS
CASS
The hot air after the compressor is cooled
to the saturation point by injecting water
mist
After heating in the charge air cooler the
mixture is again saturated by injecting of
more water
Heating of the air by HT-water
Compressor
Intercooler/heater
Receiver
Heat
Water injection
Water injection
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Efficiency of humidification methods
Relative NO
x
formation
0.5 1.0 1.5 2.0
Direct Water
Injection
Combustion Air Humidification
1.1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
Water/Fuel flow ratio
W20
W32
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Predicted NOx behavior with different control
methods on Wrtsil 46
NOx
5
10
15
50 100 150 200 250
Water amount as % of fuel consumption
Fuel Water Emulsion
CASS
FWE + CASS
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Secondary NO
x
control - diesel engines
Available today
Selective catalytic reduction (SCR)
NO
x
reduction typically: 85 - 95 %
Urea/water solution injected
Integrated part of the engine package
Exhaust temperature window 330 - 450 C at HFO operation
Investment and operating costs relatively high
Compact SCR
Combined silencer and SCR unit
Minimized size
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Principle of Selective Catalytic Reduction
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SCR Reactions With Urea
Before Entering the Reactor:
(NH
2
)
2
CO + H
2
O 2 NH
3
+ CO
2
In the Reactor:
4 NO + 4 NH
3
+ O
2
4 N
2
+ 6 H
2
O
6 NO
2
+ 8 NH
3
7 N
2
+ 12 H
2
O
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Retrofit of Compact SCR
Birka Princess at Lloyd Werft
SCR plants have been
retrofitted in several passenger
ships in existing engine casing
= no lost space!
A Compact SCR occupies a
little more space than a normal
silencer which it replaces.
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Particle Emissions
Particle emissions are seen as smoke
More prevalent at low loads and start-up
Smoke Reduction Methods
Common rail fuel injection
Smokeless Diesel Engine
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Targets for the Smokeless Engine
No visible smoke at start-up
No visible smoke at any load
NO
x
emissions to be reduced
CO
2
emissions to be reduced even lower by further
improvements in efficiency
Smokeless Diesel Engine
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Conventional injection
system
Common Rail Injection
Fuel pressure
produced each time
by the injection pump
Mechanical./hydraulic
control at the injectors
Constant fuel
pressure
Electronic / hydraulic
control of injection
Conventional vs common rail fuel injection
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WRTSIL COMMON RAIL SYSTEM
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Common Rail advantages
Smokeless operation at all loads and speeds.
Smokeless start of the engine.
Smokeless load pick-up ramps.
NOx reduction down to 34 g/kWh with humidification
possible without visible smoke.
Improved total fuel economy.
Flexibility for different fuels without hardware modifications
(heavy fuel, diesel oil, gas turbine fuel, water-fuel emulsion).
Improved safety and comfort because more engines can be
kept running with still good fuel economy and no smoke.
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Wrtsil 46 Common Rail
FSN status at engine laboratory and delivery test run
Engine load (%)
F
i
l
t
e
r

s
m
o
k
e

n
u
m
b
e
r
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
0.5
0 10 20 30 40 50 60 70 80 90 100 110
*
*
*
*
*
Best lab.
results
with modified
piston shape
Conventional injection
THIS IS
SMOKELESS
Production engines
May 2002 and for
upgrading
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