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Lean‐burn or rich‐burn?
GE's Gas Engines business develops lean‐burn and rich‐burn technologies that have proven themselves
in minimizing emissions and delivering strong operational performance. The basic differences between
lean‐burn and rich‐burn engines, and how to decide which is best for you, are neatly summarized by
Christian Trapp, head of performance engineering for Jenbacher gas engines.
While lean‐burn gas engines are more economical at increased exhaust gas temperatures allow the use of
certain emissions calibration levels and can operate a three‐way catalyst. The resulting high conversation
at higher loads, rich‐burn engines can achieve lower rates (for NOx above 99 percent) significantly reduce
emission levels with a single after treatment, are all three major types of engine‐out emissions ‐ NOx,
more tolerant of broad fuel ranges and ambient CO and HC ‐ and destroy inferior but hazardous
conditions, and generally have better transient load pollutants like formaldehyde (CH20). In this way, rich‐
capability," says Trapp. "Neither technology is burn engines can reach a system‐out emission limit
inherently superior: Choosing the right one depends below 50 mg/Nm3 (@ 5 percent 02 in the exhaust gas
on requirements for fuel flexibility, reliability, power < 0,1 g/bhph) NOx and ultra‐low total hydrocarbon
density, gas costs, and compliance with local emissions, leaving a decreased overall greenhouse
emissions standards." gas footprint. When it comes to meeting high power‐
density needs or achieving the highest possible
BASIC DIFFERENCES AND ADVANTAGES. efficiency at moderate emission limits of 500 or 250
mg/Nm3 NOx (@ 5 percent 02 in the exhaust gas) ‐
Essentially, rich‐burn engines operate at an almost such as those stipulated in the German TA Air or the
stoichiometric air/fuel ratio (AFR), which is exactly Gothenburg Protocols ‐ lean burn engines can
enough air to burn all of the fuel. leverage this advantage: At an adequate gas quality
This allows a simple three‐way (NSCR or Nonselective they deliver BMEP levels of up to 24 bar with
Catalytic Reduction) catalyst (TWC) like in a gasoline electrical efficiencies up to 46.5 percent (type 6
passenger car to be applied to reduce nitrogen oxides engine) without the need for a NOx or THC after
(NOx), carbon monoxide treatment system. To
(CO), hydrocarbons (HC), "While lean‐burn gas engines are usually more lower the NOx emissions
and HAPS (Hazardous Air economical and powerful and operate at higher toward levels reached by
Pollutants), all in one loads, rich‐burn engines can achieve lower rich‐burn engines with a
after treatment system. emission levels with a single after treatment three‐way‐catalyst, lean‐
Lean‐burn engines use a and show a higher flexibility regarding transient burn engines require
lot of excess air. Usually loads and ambient conditions" selective catalytic
up to twice the amount ‐ Christian Trapp, head of performance engineering for converters with urea
needed for complete fuel Jenbacher gas engines injection to maintain
combustion. This air engine efficiency.
dilution effectively cools down the peak combustion Oxidation catalysts perform most of the CO reduction
temperatures in the cylinder; that reduces the NOx in lean‐burn engines but, as with other catalytic
production and allows low engine‐out emissions systems, the fuel gas must be very pure. These
without the need for an after treatment system in catalysts also can reduce CH20 emissions ‐ again, if
many applications. This lean combustion process has the gas is pure ‐ but their low exhaust temperature
the additional advantage of reducing the knock limits hydrocarbon conversion efficiency.
(detonation) probability and, therefore, allowing
higher BMEP (Brake Mean Effective Pressure) levels OPERATIONAL FLEXIBILITY.
(loads) and an optimized combustion phasing. This
results in higher power density and usually produces While rich‐burn engines can operate on a broad
better fuel efficiency. variety of natural gas fuels, alternative gases like
biogas, sewage gas, or landfill gases cannot be used
CUTTTING DOWN EMISSIONS. because they could poison the three‐way catalyst.
The potential for "poisoning" the catalyst makes the
Rich‐burn engines operate at engine‐out emissions of TWC solution suitable only for clean fuels such as
12‐16 g/bhph‐hr (5,000 ‐ 6,500 mg/Nm3@ 5 percent natural gas, and not for sewage gas, biogas, or landfill
02 in the exhaust gas) NOx, but the almost gas. High combustion temperatures restrict specific
stoichiometric exhaust gas composition and the output and the BMEP, so there is lower efficiency
than with lean‐burn engines operating at typical controlled amount of urea into the catalyst to
air/fuel ratios. If lean burn engines are calibrated to convert NOx to nitrogen. Being able to operate at a
operate at extremely low NOx levels (ultra‐lean), more optimal AFR with an SCR system makes the
their efficiency begins to degrade so that the lean‐burn engine very efficient and allows high break
difference between rich‐burn and lean‐burn fuel mean effective pressures.
consumption is minimized. Since lean‐burn engines Oxidation catalysts are used to provide most of the
have a much higher AFR ‐ with about 10 percent CO and NMHC reduction in lean‐burn engines but, as
excess oxygen in the exhaust ‐ their engine‐out NOx with other catalytic systems, the fuel gas has to be
emissions are only 5 percent to 10 percent of the very pure. These catalysts also can reduce CH20
amount discharged by a rich‐burn engine. Lean‐burn emissions ‐ again, if the gas is pure ‐ but their low
engines require selective catalytic reduction (SCR) exhaust temperature limits hydrocarbon conversion
treatment to obtain the lowest possible NOx efficiency.
emissions levels in the exhaust gas. SCR injects a
GE'S GAS ENGINES BUSINESS HAS THE TECHNOLOGY SOLUTIONS TO MAKE THE BEST USE OF THE LEAN‐BURN AND RICH‐BURN
CONCEPTS
CONTRASTING LEAN‐BURN COMBUSTION acid‐producing components in the exhaust gas. Other
CONTROLS. methods use sensors mounted in the combustion
chamber to measure combustion temperature, but
Controlling the AFR is essential for controlling the their exposure to high temperatures, peak pressures,
combustion and, therefore, NOx emissions. One and fouling by oil ash and trace component deposits
technology for controlling lean‐burn combustion from the fuel gas can throw off the temperature
applies Lambda sensors to detect exhaust gas signals, leading to an offset in the AFR measurement.
oxygen, but readings can be distorted by sensor LEANOX*, the GE lean‐burn concept, is a vastly
exposure to comparatively high temperatures and different approach from Lambda sensors. Without
resorting to costly exhaust‐gas after treatment levels can be easily pushed below 0.4 g/BHP‐hr,
systems, LEANOX controls NOx emissions to@ 5 which is lower than lean‐burn engines without
percent O2‐dry, which equals ~ 0.55 g/BHP‐hr, by exhaust gas after treatment systems. However strict
measuring engine output, intake pressure, and air‐ the clean air requirements become, GE is keeping
fuel mix temperature after the intercooler, and pace with or even exceeding them. Rich‐burn engines
feeding these values into a controller that adjusts the from GE's Waukesha product line are reliable
gas mixer to produce the appropriate AFR. This performers in a variety of circumstances, such as hot
combustion and control system keeps the thermal or fluctuating fuel conditions; when there are loading
and mechanical stresses on related engine parts at capabilities with more than 50 percent load steps;
low levels. With no sensors located in critical areas, when service intervals are extended; or when the
LEAN OX reliably complies with exhaust emission
limits under volatile operating conditions.
CRITICAL CONSIDERATIONS.
As emissions standards become more exacting the
natural gas industry must develop technologies that
reduce the levels of these substances as much as
possible. Those rules require low NOx and CO
emissions on a national level, but some states are
getting even tougher than that and mandating NOx
levels of 0.5 g/BHP‐hr or less. That especially impacts
businesses with large fleets of engines that require
mobility and application flexibility. In these cases,
their fuel and application flexibility and very low
emissions levels make rich‐burn engines a good
choice. Rich‐burn engines with TWC technology are LEANOX LOWERS NOx EMISSIONS BV CONTROLLING THE AFR
preferable when lowest emissions with highest
operating flexibility are the requirements. The NOx