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MAN Diesel
Exhaust Gas Emission Control Today and Tomorrow
Application on MAN B&W Two-stroke Marine Diesel Engines
Contents: Abstract
Conclusion
References
MAN Diesel is in the process of in- Fig. 2: CO2 emissions per unit load by transport mode
troducing the advanced methods of
internal methods for emission control
on MC/MC-C/ME/ME-C engines. New of more than 70% is possible by means Humidification of the engine intake air
tests have shown that a NOx reduction of exhaust gas recirculation. (by means of SAM) is another method
that has shown promising test results.
5.3
SAM is currently being tested on a full- MAN Diesel´s Experience Exhaust Gas Emissions
scale basis on board a car carrier. As and Obligations within from MAN B&W Engines
regards CO2, commercial ships trans- Emission Control
port approx. 90% of all goods traded Smoke evaluation
worldwide, and still represent by far the Our main obligation as an engine de- A traditional measure of the combus-
most efficient way of transportation, signer is to ensure the highest level of tion quality, and a traditional way of
with the lowest production of CO2 per safety and reliability of the equipment qualifying the ‘emission’, is to look at
weight/million moved, as shown in Fig. 2. installed on ships, while taking into con- or to measure the smoke intensity. The
sideration the different types of applica- exhaust gas plume, when it leaves the
However, we still see possibilities of tions on vessels operating around the top of the stack, may be visible for vari-
increasing the efficiency by mean of world and emission control regulations. ous reasons, e.g. due to its content of
Waste Heat Recovery and achieving a particulate matter and nitrogen dioxide,
total efficiency of the fuel energy used of Experience from designing engines, NO2 (a yellow/brown gas), or of con-
up to 60%! This will not only reduce the feedback from research conducted densing water vapour. Although it may
CO2 level, but also the amount of emis- on our test facilities, and experience be argued that these components are
sions of NOx, SOx, PM, CO and HC. from ships in operation have provided either subject to separate legislation
us with the tools to fulfil this obligation (NOx, particulate matter) or not harmful
Recent advances on our electronically and a design basis for emission control (water), it is a fact that smoke and/or
controlled ME engine have shown that methods. opacity limits are traditionally applied in
the unique rate shaping possibility of certain countries, e.g. in the USA.
ME engines makes it possible to lower We have researched and designed many
NOx emissions with none or very little emission control techniques to our Unfortunately, methods of measuring
effect on fuel efficiency. In this may, the two-stroke designs and, currently, have smoke and opacity vary, and the figures
expected NOx limitations of Tier II will be water emulsion and SCR in service. resulting from the different methods are
met by engine internal methods. For the not really comparable.
ME/ME-C engine types, the modification, Power plant applications are somewhat
basically, consists in an adjustment of easier to adapt to exhaust gas emis- When considering visible emissions,
the programming of the electronically sion control by external equipment we should bear in mind that the larger
controlled injection of the fuel oil. because space for external equipment the engine, the more likely it is that the
is not limited, and the engines are not exhaust gas plume will be visible. This
For the mechanically controlled MC/MC-C operated at changing loads. We have is because: for a given Bosch Smoke
engines, the injection equipment and gained valuable experience from using Number (BSN) value, the greater the
injection timing will be modified these state-of-the-art emission control diameter of the plume, the greater the
technologies on power plants through amount of light it will absorb. For in-
In the 1990s, IMO, EPA and the EU many years. stance, a BSN of 1 will mean almost in-
concentrated their work on a reduction visible exhaust gas from a truck engine,
of NOx and SOx through Tier I. Tier II will but visible exhaust gas from a large
continue the focus on lowering NOx and low-speed engine.
SOx emissions, but also such exhaust
gas components as particulates, un- At transient load and at low load,
burned hydrocarbons and CO2 will be smoke is often visible, but typical
considered for future engine designs smoke values for the most recent gen-
and development. eration of MAN B&W engines are so
low that the exhaust plume will be invis-
In this paper, the different values for Tier ible, unless water vapour condenses in
II and Tier III are based on the result of the plume, producing a grey or white
the latest MEPC58 meeting, and the colour. However, the NO2 may give the
decisions made in May 2008 for the plume a yellowish appearance.
final adoption of revisions of Annex VI
and NTC (NOx Technical Code) on 6-10 As mentioned, low and transient load
October 2008. smoke will practically disappear on
electronically controlled engines.
5.4
Particulate emissions ing, are the ways to avoid this problem [1]. ticulates.
Particulate emissions in the exhaust gas Hydrocarbons (and trace organics) Correspondingly, long time use of
may originate from a number of sources: During the combustion process, a very lower-than-average sulphur fuels will,
small part of the hydrocarbons will leave contrary to normal marine applications,
• agglomeration of very small particles the process unburned, and others will call for the use of lower BN lube oils in
of partly burned fuel, be formed. These are referred to as order not to overdose the combustion
unburned hydrocarbons, and they are chamber with deposit-generating ad-
• partly burned lube oil, normally stated in terms of equivalent ditivated oils. This will be particularly
CH4 content. relevant for engines operated continu-
• ash content of fuel oil and cylinder ously at high load having less need for
lube oil, The content of hydrocarbons in the ex- SOx neutralising on the liner surface due
haust gas from large diesel engines de- to high temperature, see chapter on
• sulphates and water. pends on the type of fuel, and the en- low sulphur operation.
gine adjustment and design. Reduced
Once the fuel oil is atomised in the sac volume in the fuel valves has greatly
combustion chamber, of a diesel engine reduced HC emissions. The sac volume
the combustion process involves small is the void space in the fuel valve down-
droplets of fuel oil which evaporate, ig- stream of the closing face.
nite, and are subsequently burned. Dur-
ing this process, a minute part of the Measurements clearly show that the
oil will be left as a “nucleus” comprising slide-type fuel valve design has quite an
mainly carbon. The contribution from impact on HC and particulates.
the lube oil consists mainly of calcium
compounds, viz. sulphates and car- For HC and particulate control in gen-
bonates, as calcium is the main carrier eral, slide-type fuel valves are used. The
of alkalinity in lube oil to neutralise sul- latest valves feature both the zero-sac
phuric acid. Consequently, particulate volume and the low-NOx spray pattern.
emission will vary substantially with fuel Particularly the higher injection pressure
oil composition and with lube oil type of ME engines at all loads will improve
and dosage. It is therefore difficult to combustion and lower the amount of
state general emission rates for particu- particulates.
lates.
Sulphur content in fuel and particu-
In general, the particles are small, and lates in exhaust gas
it can be expected that over 90% will The sulphur content in fuel oil has a
be less than 1 μm when heavy fuel oil is trong impact on the particle level in
used, excluding flakes of deposits peel- the exhaust gas. IMO and EU have
ing-off from the combustion chamber or introduced a restrictions of sulphur of
exhaust system walls, which in general 1.5% in SECA areas like the North Sea
are much larger. and the Baltic Sea in northern Europe.
And local marine emission rules, e.g.
Apart from the fact that a smoking in Sweden and Norway, are aimed at
engine is not a very pleasant sight, the reducing particulate emissions substan-
soot from an engine can cause dif- tially.
ficulties, especially if it is “wet” with oil.
In such cases, it may deposit in the Tests and analyses of exhaust gas have
exhaust gas boiler, especially on cold shown that a high-sulphur HFO can
surfaces, thus increasing the back give several times higher particle levels
pressure and representing a boiler fire than if the engine is operated on gas oil.
hazard. Combustion process control, A large part of the difference between
together with appropriate temperature HFO and DO is related to the sulphur,
control in the boiler, and frequent clean- which together with water forms par-
5.5
Emissions Regulations 20
and Impact on Engine 18
Performance
16
MAN Diesel has discussed the future Tier I
14 n < 130 rpm - 17.0 g/kWh
state-of-the-art emission control tech- Tier I 130 qªn < 2000 rpm - 45 x n-0.2 g/kWh
12
NOX (g/kWh)
nologies for new as well as for existing n qª< 2000 rpm - 9.8 g/kWh
engines with the various authorities, 10
and emphasised the potential technical Tier II (Global)
concerns and possibilities in order to 8
assist them in developing their pro- Tier II
6 n < 130 rpm - 14.36 g/kWh
posals for new emissions regulations. 130 qªn < 2000 rpm - 44 x n-0.23 g/kWh
4 n qª< 2000 rpm - 7.668 g/kWh
MAN Diesel believes that the target 2
Tier III (NECA’s) Corresponds to 80% reduction of Tier I
should be to have international regula-
tions. The regulations on emissions 0
should be accepted for worldwide trad- 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
ing and have internationally-approved Rated engine speed (rpm)
special areas such as ECA (emission
control area) and SECA, where inland Fig. 3: IMO NOx limits
waters and the environment call for fur-
ther regulation, as is already seen with
SECA in the Baltic Sea and North Sea New Tier II and Tier III emissions into force on 1 January 2016, reduces
in Europe today. Furthermore, it is very regulations on engine performance the existing Tier I level by 80% across
important that the regulations do not The emissions regulations in Annex VI the entire speed limit NOx curve for new
dictate which emission control methods of MARPOL 73/78 have now been in engines, but only in a defined local area
should be used, but only specify the force since 19 May 2005, retroactive for near shore. Outside this area, the Tier II
levels to be met. engines from 1 January 2000, referred level will be in force, see Fig. 3.
to as the Tier I level. At the moment, a
The goal of our research is that internal review process is progressing to revise Furthermore, a regulation for existing
methods like EGR, WFE, SAM and/or the existing emissions regulations and pre-year 2000 engines will be intro-
combinations of these will make our the NOx Technical Code into a Tier II duced, since the contribution of emis-
two-stroke engines ready for current level. sions from these engines will exist for
and future IMO regulations with regard still many years to come. The NOx limit
to NOx, without using SCR with agents The regulations are of vital interest to level for these engines will correspond
such as urea or ammonia. Compared the customers when discussing new to the Tier I level for new engines as of
with SCR, which for many years has orders to be delivered in the relevant today. It is anticipated that the certifica-
been considered the optimum solution time frame. tion procedures and the technical doc-
for NOx reduction, the new methods umentation needed will be somewhat
have significant advantages that need The decisions on the new limits and reduced in comparison to the require-
to be further investigated and matured regulations have been finalised at the ments for new engines in order to make
for the market. BLG (Bulk, Liquid and Gas) meet- the regulation practicably possible.
ing and been approved at the MEPC
The SCR system is best suited for steady (Marine Environment Protection Com- With regard to SOx and PM regulations,
high-load conditions with limited use of mittee) meeting. The scenario and the this is to be controlled by a limitation in
fuel oil under defined conditions. Fur- decisions are outlined in the following. the sulphur content of the fuel used. An
thermore, SCR is suited for situations alternative measure is the use of scrub-
where practically all NOx has to be re- Tier II, which is to enter into force on bers, see Table I.
moved. SCR is less suited for low-load 1 January 2011, reduces the existing
operation and manoeuvring in costal Tier I level by 2.6 g/kWh NOx in the rel-
and harbour areas. evant speed region for new two-stroke
engines, and Tier III, which is to enter
5.6
Table I: Fuel sulphur limits - implementation dates and use of scrubber bustion chamber components, have
shown great possibilities. We have
Implementation SOx Emission SOx Global Scrubbers made extensive investigations on the
date Control Areas MAN Diesel 4T50ME research engine
Existing regulation 1.5% 4.5% Only in ECA´s in Copenhagen to explore the sensitiv-
1 March 2010 1.0% Alternative meas- ity of engine parameters against fuel
ures (scrubbers) in type and physical and thermodynamic
2012 3.5%
ECA´s and globally conditions on the engine. The study
2015 0.1% showed a promising trade-off between
Review of 2020
2018 the engine fuel consumption and the
fuel situation
NOx level. Such studies are now a part
2020 0.5% (HFO allowed) of our very promising development work.
2025 Alternative 0.5% intro date Results are shown in Figs. x and y.
5.7
With regard to lube oil, MAN Diesel has like the ME engines, but at the same
introduced the so-called Alpha Lubrica- time they have a small camshaft for me-
tor, which enables the operator to make chanical exhaust valve opening.
a considerable reduction in the cylinder
lube oil and consumption and, thereby, The electronic control of fuel injection
achieve a reduction in particulate emis- means more stable running, particularly
sions. at low load.
With turbo-generator and turbo-com-
pound system plants, the prime mover The benefits are obtained mostly in the
can be configured to reduce the plant’s control of the fuel injection, where the
consumption of fuel and, beneficially, system, with individually controlled fuel
achieve a reduction of emissions. The pumps with hydraulic oil actuation,
concept utilises the high-efficiency air allows optimum fuel injection (“free”)
flow from the turbochargers for a power rate shaping at any load. Hence, the
take-off or power take-in system. fuel injection pressure and, thus, injec-
tion intensity is a controllable parameter,
Tier II impact on main contrary to the situation on mechani-
performance parameters cally controlled engines.
When the engines are delivered from
the engine builder, they have, unless The independently controlled exhaust
otherwise specified, been prepared to valve timing adds to the benefit by en-
meet the IMO speed-related NOx limit suring a more optimum air supply to the
curve. This is achieved with NOx-emis- cylinders at any load condition.
sion optimised fuel injection valves and
nozzles and, if necessary, a slight delay Both ME and ME-B engines benefit
in fuel injection. For the fuel valves, the from a lower fuel penalty when comply-
number and size of the spray holes are ing with Tier II, contrary to its mechani-
the influencing factors, whereas for HC cal counterparts, due to the possibility
and particulate control, the influencing of rate shaping.
factors are the valve design and, in par-
ticular, the sac volume (explained later), Reducing NOx emissions is generally
as well as injection pressure and profile. related to an SFOC increase, and our
evaluation of the impact on SFOC and
Technological advances developed over other main performance parameters are
the last decade have made it possible outlined in Table II.
to commercially launch what used to be
referred to as the electronic engine.
Table II: Tier II impact on main performance parameters
In the MAN Diesel engine portfolio, this
concept is named ME/ME-C and ME-B, For MC/MC-C in general:
comprising a range of low speed en- SFOC: up to 6 g/kWh increase at L1 MCR.
gines with most of the same bore,
Exhaust gas amount: Nearly unchanged
stroke and process parameters as their
MC/MC-C counterparts. The “E” range Exhaust gas temperatures: Nearly unchanged
comprises engines with on-line con-
tinuous control of the timing of the fuel For ME/ME-C/ME-B in general:
injection and exhaust valve opening and
SFOC: up to 4 g/kWh increase at L1 MCR.
closing, by means of electronic control
acting via a high-pressure hydraulic Exhaust gas amount: Nearly unchanged
oil interface. The ME-B engines have Exhaust gas temperatures: Nearly unchanged
electronic fuel injection timing control,
5.8
Unified Technical File • Parent engines can be shared be- On board continuous emission meas-
tween MAN B&W licensees, which urements (CEM) may serve as an alter-
Since the publication of the IMO Tech- will greatly reduce the number of native to the technical file.
nical Code in 1997, MAN Diesel has, emission measurements and future
worked together with the licensees and certification costs. Summary:
classification societies (representatives The unified TF is the standard TF intro-
for flag states) to find a uniform design Design of technical file duced by MAN Diesel and accepted
of the technical files (TF) required un- The principle of the MAN Diesel unified by the relevant classification societies’
der IMO’s Annex VI in order to survey concept is that the performance data headquarters and introduced to licen-
compliance on board. The technical file (i.e. measurements of pmax, pcomp, pscav, sees for all future engines.
being the technical test trial’s documen- Tscav and pback) can show whether an en-
tation for a specific engine or engine gine complies with the NOx limit. Assistance from MAN Diesel regarding
family. the application of the TF can be request
A set of performance data taken when -ed by contacting MAN Diesel. The de-
Many of the first TFs produced by the the NOx emission level was measured, tailed description of the survey methods
engine builders were based on different and in compliance, serves as the proof can be found in the TF (Chapter 3, Ap-
demands made by the different clas- of compliance in the future. If derating pendix B).
sification societies and, therefore, they performance data are revealed, it may
were not consistent. Basically, this is be presumed that the engine is out of
because the IMO Annex VI does not compliance and in need of readjust-
give sufficiently detailed instructions on ment.
how to draw-up the TF in practice.
If the operator changes components or
As a licensor, MAN Diesel has as such adjusts the engine, the engine will be
assumed the task of coordinating the out of compliance when the engine is
work to prepare a uniform TF to be later checked by the flag state for com-
used both by the licensees and the pliance at sea, unless extensive testbed
classification societies. The task in- testing has bean performed to validate
cludes the necessary procedures for these changes.
shipowners, if later engine adjustment
or changes of components become For current testbed and sea trial compli-
necessary. ance tests, this is not a major problem,
but the issue will be much more impor-
The advantages of using the unified tant when the IMO Annex VI is ratified,
MAN Diesel TF are as follows: and focus will be on follow-up at sea,
where changes and adjustments will
• Certainty of market acceptance of take place.
the TF
From time to time, shipowners contact
• Satisfied customers who are able MAN Diesel about these issues, and
to show engine compliance when some owners have already demanded
checked at sea by the flag state a unified system in order to avoid
working with different TFs, depending
• A survey method based on principles on which licensee and classification
familiar to the crew onboard society were involved in an MAN B&W
engine delivery.
• More engines can be accepted within
the same groups, thus resulting in re- At sea, in case a shipowner changes
duced expenses components, this unified system will
also allow change of the engine’s NOx
• Less money spent on emission meas- components while maintaining IMO
urements compliance.
5.9
Emission Control Methods which is a high-pressure electronically At the beginning of the 1980s, MAN
Available Today, Experi- controlled lubricator that injects the B&W Diesel carried out NOx reduction
ence and Limitations cylinder lube oil into the cylinder at the tests using water-in-fuel emulsions. Be-
exact position and time where the effect fore that time the emulsifier was mostly
Alpha Lubricator is optimal, which is not always possible with considered for homogenising of fuel oil
The cylinder oil feed rate has an impact the conventional mechanical lubricators. to disperse sludge and water remaining
on the particulate emission. Tests show Both for marine engines and engines for in the fuel after centrifuging.
that when reducing the cylinder oil feed power generation purposes, lower feed
rate, the particulate emission is also rates have been demonstrated. With regard to NOx emissions, water
reduced. emulsions showed a significant reduc-
By applying a low oil dosage, about tion in NOx emission with a relatively
Cylinder lube oil consumption represents half of the usual emissions are lowered, limited penalty in terms of fuel oil con-
a large expenditure for engine operation, and also less cylinder oil is wasted in sumption.
and the reduction of cylinder lubrication the engine, where it could end up in the
is an important development theme. system oil, resulting in increased TBN Since 1984, long-term service experi-
The aim is to reduce the cylinder lube and viscosity. ence has been available from power
oil dosage, while at the same time plant engines, operating with up to 50%
maintaining lubrication to ensure a Water emulsification water addition in order to meet local
satisfactory piston ring/liner wear rate The NOx reducing mechanism, resulting rules.
and maintaining, or improving, the time from the introduction of water into the
between overhauls. combustion chamber, is accomplished Experience with ultrasonic type and
by the water reducing the peak tem- mechanical homogenisers has also
MAN Diesel has achieved this by de- peratures in the combustion process. been gained from the former MAN
veloping the Alpha Lubricator system, B&W research engine in Copenhagen
4OæSPECIELæSAFETYæTANK
&ROM
!UæDEçAERATINGæVALVE CENTRIFUGES
6ENTINGæTANK
-AINæ
ENGINE
3UPPLYæPUMPS
(OMOGENISER
#OMPRESSEDæAIRæ
4OæSLUDGEæTANK
#IRCULATINGæPUMPS
0REçHEATER
&RESHæWATERæSUPPLY
7ATERæINæOILæMEASURINGæ
-"$æSUPPLY
3AFETYæPUMP
4Oæ(&/æSERVICEæ
ORæSETTINGæTANK
Fig. 4: Pressurised fuel oil system with homogeniser, incl. safety pump and drain tank
5.10
(1L42MC) and on the Spanish island of However, if the engine is to be operated system. The air driven pump will keep
Menorca (10L67GBE-S). Furthermore, on diesel oil, it may be necessary to add the system pressurised in the event
tests have been made on a 5S60MC additives to stabilise the emulsion. The of black-out. The drain tank is used if
engine with nearly 50% water added. location of the homogeniser in the fuel the system must be flushed to remove
These tests and the service results are oil system is shown in Fig. 4. The same water emulsified fuel. Both systems are
all satisfactory, both with regard to NOx position is used irrespective of whether patented by MAN Diesel.
reduction and engine performance. the homogeniser type is mechanical,
ultrasonic or high-pressure injection. Water emulsification in connection with
The rather wide variations in load and an electronically controlled engine (ME/
high safety level required for marine The addition of water to the HFO by ME-C) offers the following additional
vessels necessitate testing and system homogenisation increases viscosity. To flexibility advantages:
approval of the specially designed safe- keep the viscosity at the engine inlet at
ty system. Therefore, a full-scale test 10-15 cSt, max. 20 cSt, it may become • Optimal injection rate shaping can be
installation is currently in service on an necessary to raise the temperature to achieved both without and with any
o
11K90MC engine installed on an APL more than the 150 C, which is standard water content.
o
container vessel. The test is expected today (max. 170 C at 50% water) and,
to be finalised at the beginning of 2009. accordingly, to raise the fuel oil loop pres- • ‘‘Free rate shaping’’ allows the use
The experience from the test and later sure in order to avoid boiling of water. of large water amounts even at low
operation fully covers our expectations engine load as pre-injection can be
with regard to NOx reduction and op- The water used for the emulsification used to compensate for ignition delay.
eration of the units. For the two-stroke has to be demineralised. It must comply
engine, we have seen a 10% NOx re- with the max. limit for fuel for salt (NaCl), A high-pressure homogeniser injection
duction for each 10% water added. as the sodium can react with vanadium system has been tested on the MAN
in the fuel oil so that particles/deposits B&W 4T50ME-X research engine in
Homogenisers for water emulsion of vanadium accumulate on the valve Copenhagen, showing the same NOx
In order to have the optimal spray into spindles and valve seats, thus resulting reduction as conventional homogenis-
the combustion chamber, it is recom- in leakages. ers.The high-pressure injection system
mended that the water droplets in the was in the test compared with the tradi-
fuel oil after emulsification are as small The water should be without other salts tional ultrasonic homogeniser.
as possible. Both ultrasonic and me- as well, and be clean so that operation
chanical types of homogeniser can be will not result in fouling of injectors, ex-
used to obtain the same level of NOx haust gas components and boilers.
reduction per water unit added without
penalising the engine performance. It will be necessary to add an air driven
safety pump and the drain tank to the
W a te r in le t
p re s s u re 1 0 0 b a r
E m u ls io n to H F O fro m
c irc u la tio n p u m p s u p p ly p u m p
N o z z le s fo r w a te r in je c tio n
Fig. 5a: High-pressure (100 bar) injection of water in the fuel line Fig. 5b: Pump unit
5.11
The working principle of the high-pres- tween cylinder and fuel oil also shows tations, however, make it more difficult
sure injection system is water sprayed limitations for marine operation. to apply SCR on marine vessels in serv-
into the fuel by a special nozzle at 100 ice. This makes it unfeasible to remove
bar pressure at the nozzle tip (see Fig. 5). This is further emphasised by the need more than 90-95% NOx due to the risk
to fit the SCR reactor BEFORE the TC of ammonia slip.
The high-pressure pump is “frequency due to the required temperature regime.
controlled”, and can deliver the needed If we compare the SCR installation on
water amount at constant pressure at We have experienced a 98% NOx new ships to a retrofitted SCR system, it
all times. reduction on a stationary gas power becomes obvious that it is far more com-
station during full SCR operation. How- plicated to retrofit the installation than to
SCR ever, the load profile for marine vessels integrate SCR as the ship is being built.
MAN Diesel’s experience with SCR differs significantly from load profiles for First of all, to find the required space
(selective catalytic reduction) for NOx stationary power stations. In this paper, for the catalyst, piping, support, auxil-
emission reduction on MAN B&W we will concentrate on marine vessels. iary equipment, and NOx, O2, and NH3
two-stroke diesel engines for marine measuring devices is a challenge more
application dates back nearly 20 years. Marine experience and easily solved on new ships.
challenges with SCR
The SCR system is best suited for SCR is the method for NOx reduction Working principle
steady high-load conditions, i.e. SCR is on diesel engines today which can With the SCR technique, the exhaust
less suited for low load operation and give the largest reductions. As already gas is mixed with ammonia NH3 or
manoeuvring in costal and harbour ar- mentioned, practically all NOx can be urea (as NH3 carrier) before passing
eas. The sensitivity of the chemistry be- removed. Some complications and limi- through a layer of a special catalyst at a
temperature between 300 and 400°C,
whereby NOx is reduced to N2 and H2O.
• If the temperature is too low, the
!IR reaction rate will also be too low, and
condensation of ammonium
sulphates will destroy the catalyst.
/RIFICE (IGHæEFFICIENCYæTURBOCHARGER
If the temperature limits are violated,
0REHEATINGæANDæSEALINGæAIR
the channel diameter is optimised ac-
cording to the dust content, the com-
position of the exhaust gas and the
%NGINE permissible pressure drops across the
SCR reactor, and the catalyst will block.
Fig. 7: SCR system layout
5.12
To compensate for the pressure loss
40% urea solution across the SCR system, high-efficiency
CO (NH2)2 . 5(H2O) turbochargers and high performing aux-
iliary blowers are mandatory. Due to the
ammonia/urea heat release in the SCR
process, the exhaust gas temperature
from the turbocharger is slightly higher
than the exhaust gas temperature in
engines without SCR.
5.13
gine. Retrofitting is complicated and not Emission Control Methods After careful evaluation and testing of
recommendable if the vessel has not Under Test and Maturing the EGR and HAM methods, we con-
been prepared for later SCR installation. for Future Regulations cluded that re-circulation on the high-
pressure side from the exhaust receiver
To avoid chemical compositions block- While it is realised that reduction of NOx to somewhere in the scavenge air sys-
ing the SCR, the sulphur content in the from marine engines will be required to tem after the turbocharger compressor,
fuel oil used on engines with SCR is up to 80% and while the complication of with assistance from an EGR blower,
important as is, in particular, the lower SCR is also reduced, would be the most suitable EGR solution.
exhaust gas temperature limit at the
inlet engine. New technology for internal methods of Furthermore, high-pressure side water
NOx reduction is currently being devel- spray humidification would be the most
Furthermore, some SOx will be convert- oped and is expected to be matured for suitable SAM solution for our two-stroke
ed to SO3 in the SCR catalyst and thus the market within 3-4 years. MAN Diesel engines.
create visible smoke. encourages that such techniques like
exhaust gas recirculation and scavenge SAM system
Calcium from the cylinder lube oil can air humidification, and a possible com- The SAM system for saturation and
have an impact, so an excessive cylin- bination of these also with water in fuel cooling of the compressed air from the
der feed rate causing CaSO4 should be emulsification, are investigated further. compressor side of the turbocharger has
avoided. been tested from an engine performance
For both the exhaust gas recirculation point of view on the 4T50ME-X research
When installing the SCR catalyst, it is (EGR) and the so-called scavenge air engine. The tests gave promising results
important to compensate the exhaust moisturising (SAM) systems, the NOx with regard to the ability of reducing
pipe and the component support for reducing effect is achieved by reducing NOx emissions. However, long-term
vibrations and temperature changes. the local maximum combustion tem- influence of the SAM system on engine
peratures in the combustion chamber, components as well as operation with a
and by reducing the concentration of salt content of up to 3.5% could not yet
oxygen, adding inert media with a high be investigated.
specific heat capacity, i.e. exhaust gas
CO2 and water vapour. The NOx pro- Full-scale test on M/V Mignon
duction only takes place at very high Wallenius-Wilhelmsen Lines has allowed
temperatures (2,200°K and above), and a full scale test on their vessel M/V
it increases exponentially with the tem- Mignon in order to investigate the long-
perature. The EGR method is based on term impact in a marine environment.
a reduction of the oxygen content in the The M/V Mignon is equipped with an
cylinder charge, and the SAM method 8S60MC engine. The SAM system
is partly based on reducing the oxygen needed, therefore, to be adapted to the
content of the cylinder charge, and existing engine construction and the
partly on increasing the heat capacity installation was further limited by the
of the cylinder charge by the addition of available space in the engine room.
water vapour.
SAM system on the engine
As mentioned above, these methods The SAM system on the 8S60MC
(EGR and SAM) have, by calculations engine consists of the arrangement
and tests, proved their capability for shown in Figs. 9 and 10.
NOx reduction, but they have never be-
fore been developed to a commercial The SAM system has a sea water injec-
application level for large two-stroke tion stage, where a surplus of sea water
engines. And they have not been fully is injected for saturation and cooling of
optimised with regard to cross-over the hot air from the compressor. The
effects on fuel oil consumption, heat sea water stage will provide a near 100%
load conditions and other emission humidification of the scavenge air and
parameters. supply all of the water for humidification.
5.14
principle followed by mechanical water
separation in metal foam. Measure-
S W S p ra y U n it
ments on a small pilot plant has indicat-
S e a W a te r In le t ed an efficiency as high as 99.6% with
T ra n sitio n p ie ce this solution. The efficiency of the water
drainage for the sea water and fresh
S -b e n d fo r se p a ra tio n water stages is 99% in the example in
o f re sid u e S W
Fig. 11.
S W m ist ca tch e r S e a W a te r O u tle t
The SAM parts in the compressor air
B o x w ith F W 1 F W S ta g e 1 In le t cooler arrangement (i.e. SW spray,
a n d F W 2 sta g e s F W S ta g e 1 O u tle t
transition piece, S-bend and inlet box
F W S ta g e 2 In le t
for FW1 and FW2) are manufactured in
A ir C o o le r w ith austenitic stainless 254SMO because
W a te r M ist C a tch e r of its excellent resistance against corro-
sion from salt water.
FW 1 Tank
FW 1
FW 1 S a lt C o n te n t: 0 .3 %
FW 2 FW 2 Tank
S a lt C o n te n t:
FW 2 0 .0 2 %
Fig 10: As built on M/V Mignon Fig. 11: Expected operation data at 100% load and ISO ambient conditions
5.15
Cooling system for the air cooler
Normal SAM mode
The temperature of the scavenge air, Air cooler Air cooler
CCW outlet CCW outlet CCW outlet CCW outlet
and, thereby, the amount of water
which is taken into the engine process, is
controlled by the cooling water temper- Air cooler Air cooler
ature of the air coolers. All of the evapo- CCW intlet CCW intlet CCW intlet CCW intlet
5.16
involves humidification with salt wa- Turbocharger
ter in order to ensure that there is no
freshwater consumption in the second
Water
freshwater injection stage. The outlet Scrubber Treatment
temperature of the first stage is approxi- System
o
mately 100 C. This stage has a single
multi-nozzle injector. Water
pump
EGR
The conclusion from this test is a Valve
considerable reduction of NOx, but it
is doubtful whether the recirculated Sludge Clean
exhaust gas can be cleaned sufficiently out Brine out
before entering the air cooler and the
Scavenge
scavenge air system. Air cooler
A small increase in CO emissions expected significant reduction of the nearly unaffected. The NO2 fraction of
with increased recirculation amount NOx level has been confirmed. the NOx is, as expected, dissolved in
indicates, as expected, that the lower the water, and the NO fraction of the
cylinder excess air ratios at increased The results from these measurements NOx passes the scrubber nearly unaf-
recirculation amount result in larger lo- indicate that scrubbing reduces PM fected.
cal regions in the combustion chamber emissions to 20-25% (highest at low
with lack of oxygen. Furthermore, the loads and lowest at high loads), and The increase in CO emissions with in-
that HC and CO pass the scrubber creased recirculation amount indicates,
5.17
as expected, that the lower cylinder
excess air ratios at increased recircula-
tion amount result in larger local regions
in the combustion chamber with lack of
oxygen. Furthermore, the expected sig-
nificant reduction of the NOx level has
been confirmed.
90 85 84
80 78
measurements were performed before 70
60
63
5.18
The following issues were covered: 75% engine load
(Engine speed = 112 rpm, MEP = 16.5bar, pmax = 140 bar)
10 g/kWh SFOC
• compression volume configuration
• hydraulic pressure Test Results
Linear (Test Results)
• fuel valve flow area configuration
• injection profile including square pro-
file and step profile. Improved NOX/SFOC relation
10 g/kWh
The tests revealed that it is possible to Relative change in NOX value (g/kWh)
obtain a variation in both SFOC and
NOX of approximately 10 g/kWh with Fig. 18: Relative change in SFOC and NOX at 75% load
unchanged MEP and pmax, giving very
widespread optimisation possibilities.
Even though the tendency for low NOX
values to give a high SFOC, the spread 4T50ME-X: Step-profiles 100% load, heat release
of values is so large that it is possible to 70
65
obtain an improved NOX performance 60
with improved SFOC. All data obtained 55 Reference
50 Step-profile:10ms
for the 75% load test are given in Fig. 18. 45 Step-profile:13ms
MJ/s
40 Step-profile:17ms
35
The injection pattern profiling is the 30
main topic of our investigation of the 25
20
ME control system. Fig. 19 shows four 15
different heat release patterns related 10
5
to four injection profiles. This illustrates 0
that modelling the injection profile also 170 180 190 200 210 220 230 240 250
deg a BDC
means modelling the combustion pat-
tern. All NOx is generated during com- Fig. 19: Combustion pattern with different injection profiles
bustion and the modelling possibilities
offered by the combustion pattern rep-
resent an excellent tool for controlling
the NOx formation and the cross-over Parameter variation test at 75% load 6S60ME-C
between the NOx for notion and SFOC.
3.0
ME---SFOC
The very positive result from these will 2.0
Relative NOX in g/kWh
OC
1.0
/S
5.19
Fuels
Exhaust receiver
The thermodynamic condition in the Load 100% g/kWh Load 100% g/kWh
combustion chamber is kept similar to
CO2 577 CO2 446
that of the fuel burning when applying
the 250-300 bar gas injection. O2 (%) 1359 O2 (%) 1340
CO 0.64 CO 0.79
Power, exhaust gas amount and tem-
perature values are the same as those NOx 11.58 NOx 10.12
of the HFO burning engines. The same
HC 0.19 HC 0.39
performance conditions, choice of
cylinder liner, cover, piston and cooling SOx 10.96 SOx 0.88
system are therefore unchanged from
PM (mg/m3) 0.54 PM (mg/m3) 0.34
the HFO burning engine.
5.20
The particulates will be reduced con- Seawater scrubbers, range of engines onboard. The biggest
siderably as well as the emission of NOx abatement technologies challenge is the water amount, which
and CO2. MAN Diesel cooperates with different seems to be quite large, and of course
companies developing seawater scrub- the fact that authorities specify limita-
The ME-GI technology is not limited to bers for marine application. Whereas tions in the waste water being led back
LNG carrier application. Investigations the power plant market has had prod- to sea.
are in progress to see what is nessesary ucts available for years now for different
for other types of vessels. Container types of exhaust gas scrubbing, the MAN Diesel has tested a scrubber
vessels and bulk carriers may also op- limitations in space on board a ship and design that gave relatively high conver-
erate on LNG. The argument again is the different engine load patterns re- sion figures and, thereby, a reduction in
the relatively lower price seen for LNG, quire a different way of thinking. SOx and PM. A full scale test with this
compared with HFO, combined with scrubber solution to see the adaptation
the improved emission values. There is currently about 4-5 different of this technology to real life is about to
companies in the market for marine ap- be launched.
The gas can be evaporated to a com- plication, and the first plant has been
pressor and be compressed to the 250 installed on a ship for testing. However, As can be seen in Table IV, MAN Die-
bar needed at the engine inlet, or by tests have so far only been made on sel is involved in a number of different
liquid pumps be pumped up to the 250 smaller marine engines. Scrubbers for actions to investigate the possibilities
bar and be evaporated before going to larger propulsion plants will require a for scrubbing exhaust gas while at the
the engine. Both solutions are available different optimisation of the design, and same time ensuring that the techniques
and known, and tested equipment is on various companies have realised that developed will give a safe and reliable
the market. only when designing in smaller steps operation of the main engine and, thus,
will it be possible to later cover the total the ship.
5.21
Low-sulphur fuel operation Fuel change-over unit
Today, we have ECAs (emission control Low S %
H ig h S %
areas) based on EU and IMO regula-
tions, in the Baltic Sea, the North Sea
and the English Channel. And more
BN
such areas are expected to come. In O il
C om patibility 10-40-70!
the USA, the EPA (Environmental Pro-
tection Agency) is considering to desig- of m ixed fuels!
nate Long Beach an ECA very soon.
In order to ensure the creation of a The ignition quality of a fuel oil is not A separate booklet called ‘‘Low-sulphur
hydrodynamic oil film between the fuel an issue for MAN B&W two-stroke fuel operation’’ is available from MAN
pump plunger and barrel, a viscosity of engines. MAN Diesel has conducted a Diesel, Ref. [6].
2 cSt is required at the engine inlet. This number of research tests showing that
may be difficult to achieve for some DO the MAN B&W two-stroke engine is in-
and GOs, and some operators may sensitive to the poor ignition quality fuels
have to introduce a cooler in the fuel oil on the market today.
system to ensure a satisfactory viscos-
ity level.
5.22
Waste Heat Recovery • To develop the principles and inves- Engine test
System tigate, by calculations, different vari- In order to confirm the potential, a reduced-
ants of combined systems starting in air-flow test has been made on several
For the large bore diesel engine, a the above-mentioned results of the engine types in the bore range S50ME-C
combined cycle plant setup has so far calculations and engine test. to K98MC. The following will briefly
been based on a standard design and, report on the results obtained from the
thereby, also standard performance of The variants of combined systems K98MC engine tests.
the diesel engine, leaving waste heat consist of the engine as a core ele-
recovery (WHR) to boiler and steam ment, boilers, power turbine (TCS) The simulation was made by introduc-
turbine producers. Such a setup has and steam turbine – all called Thermo ing a cylinder bypass installed from the
of course contributed to improvement Efficiency Systems (TES). Also vari- scavenge air receiver to the exhaust
of the total efficiency of the combined ants of TES systems combined with receiver and controlled by an adjustable
plant, but not necessarily secured the Scavenge Air Moisturising (SAM) or valve and a scavenge receiver blow-off
best possible utilisation of fuel. Exhaust Gas Recirculation (EGR) sys- valve, see Fig. 24. Turbocharging ef-
tems are evaluated, as such systems ficiencies of ~60% to ~62% were simu-
However, the overall task could be will probably be applied on future lated by observing the turbine inlet tem-
redefined. Instead of searching the opti- engines due to expected new NOx peratures on the turbochargers and ad-
mal solution for the individual machines emission regulations, as well as for justing the bypass valve. The observed
(engine, turbocharger, power turbine, economical reasons of engine pro- temperatures were then compared with
boiler and steam turbine), a combined duction. calculated simulations.
optimum for the entire process could be
the target. The main success criterion is
optimal efficiency (i.e. reduction of CO2)
of the system as a whole, however, with
consideration to such side effects as
emissions from the system.
5.23
SFOC and emissions The result also confirms that TES ap- Alternative application possibilities
A comparison of measured SFOC and plications can be introduced in service The possibilities for TES engine applica-
NOx is given in Fig. 21. without hesitation, when combined with tion also allow for different options of
the use of compound type slide fuel other boiler TCS system configurations,
The SFOC increases when the bypass valves and pistons with Inconel clad- as well as combining these TES applica-
is opened. This is fully as expected and ding and cooling insert. tions with SAM and EGR applications.
pre-calculated, and is caused by the
lower purity in the cylinder caused by Traditional application available for TES applications
the reduced air flow. However, the NOx commercial application In all the investigated applications, the
is slightly reduced, which is not com- The TES engine application can be uti- operating conditions have been equal
pletely in accordance with expectations lised in a traditional TES system with a to the standard TES application for the
and calculations, but of course repre- significant benefit in overall efficiency of applications without SAM or EGR and
sents a potential for reduction of SFOC the vessel, as illustrated in Fig. 27. corresponding to expected normal op-
by fuel system optimisations. erating conditions for engines with SAM
The traditional TES application offers an or EGR systems, see Fig.28.
Combustion chamber temperatures improvement of the total plant efficiency
The combustion chamber temperatures of approx. 5%, corresponding to ap- System 1 is the traditional TES system
for 100% engine load are shown in prox. 7,000 kW electric power produc- and is used as reference in the following.
Fig. 22. tion on 12K98MC/MC-C/ME/ME-C
engines with approx. 73,000 kW shaft In System 2, the boiler has been divided
The result from the TES simulation test power. into a low-temperature section after the
clearly confirms the pre-calculations. turbocharger, and a high-temperature
section before the turbocharger and
power turbine. The benefit of this ap-
plication is the possibility to increase
the steam superheating temperature
2
from approx. 280ºC to approx. 440ºC,
increasing the steam turbine efficiency
0 significantly. The disadvantage is a re-
SFOC g/kWh
-6 Reference
-8
50 60 70 80 90 100
Load in %
15
14 Reference
NOx g/kWh
13
TES
12
4%3ææª# 4%3ææª#
11 3TDææª# 3TDææª#
10
50 60 70 80 90 100 4%3ææª# 4%3ææª#
Load in % 3TDææª# 3TDææª#
Fig. 21: SFOC and NOx measured Fig. 22: Combustion chamber temperature reference and TES mode
5.24
Combining System 2 with SAM, results R e du ction ge ar
in System 3, also shown in Fig. 28. The R e du ction w ith ove rspe ed
ge arb ox clu tch
SAM system in 3 increases the poten- G en era to r, Stea m
E m e rge ncy
A C a ltern ator ge ne rator
tial bypass flow to the power turbine E xh . g as bo ile r turb ine
and, accordingly, increases the power
HP
turbine power. The advantages and dis- LP LP E xh . g as
advantages of having both a low-tem- turb ine
Stea m fo r S u perhea ted
stea m S w itchb oa rd
perature and a high-temperature boiler he atin g
se rvice s HP
are the same as for System 1.
D iese l ge ne rators
5.25
Calculation results 8 3EAMæPREHEATER
In order to calculate the possible impact
4
of the different set-ups, Aalborg Industries
has made the calculation model shown
3
in Fig. 29, giving extended possibilities
5
for building all kinds of systems.
12 3TEAMæTURBINEæ
Summation of results 13
A comparison of the results of the six
10
cases reveals the optimum case.
-AINæENGINE
3EAæWATERæCOOLER
LP pressure [bara] 7 7 7 7 7 7
o
LP superheat temperature [ C] 270 440 446 281 266 277
HP pressure [bara] - - - 19.5 10 10
o
HP superheat temperature [ C] - . . 440 446 443
Heat extraction in Boiler 1 [kW] 0 4135 4840 2902 4781 9504
Heat extraction in Boiler 2 [kW] 20900 16460 18880 17840 19420 16420
Power turbine [kW] 3017 2080 2262 2436 4418 2379
Steam turbine [kW] 3798 5590 6451 6350 7922 7113
Total electrical power [kW] 6815 7670 8713 8786 12340 9492
Power rel. to main engine [%] 10 12.2 12.7 12.8 18.0 13.9
Resulting heat rate
5.26
Existing Engines Two-stroke MAN B&W
Converted to Tier I Emission Projects in
Progress
The IMO Marpol Annex VI has informed
that the NOx control of existing engines With regard to SOx and PM regulation,
is to be regulated. The regulation will this is decided to be controlled by limi-
concern engines of 5,000 kW, or larger, tations in the sulphur content of the fuel
installed on ships built from 1 January used. An alternative measure is the use
1990 to 31 December 1999. This re- of scrubbers.
quires a retrofit kit to be available for
those engines, or that an approved • Water emulsion
method of changing and showing com- On an 11K90MC engine APL
pliance with IMO Tier I is available. Singapore, test engine.
The kit for retrofitting the MC/MC-C en- • Low-sulphur fuel operation
gines from that period is available from Laboratory test, fuel pump test, and
MAN Diesel as the assistance to make test in service on a ship. Initiated by
the necessary procedures to be in com- CARB, APL, APM, SeaSpan and
pliance. The kit basically contains injec- MAN Diesel.
tion valves designed for IMO Tier I com-
pliance. For more information, please • SAM (scavenge air moisturising)
contact PrimeServ Denmark. Full scale test on a 6S60MC engine
on a Wallenius Wilhelmsen car carrier.
The test is in progress.
• Fuel switch
A new change-over system from DO/
DG to HFO, and vice-versa, has been
developed to protect the engine. Will
be tested at sea in 2008.
5.27
Conclusion References List of Abbreviations
Tier II and Tier III of IMO Annex VI are [1] “Soot Deposits and Fires in SAM Scavenge Air Moisturising
currently being discussed in order to Exhaust Gas Boilers”, paper
specify the acceptable levels of exhaust published by MAN B&W Diesel A/S, IMO International Maritime organisation
gas emissions in the years to come. Copenhagen. March 2004
EPA Enviremmental Protection Agency
The MC and ME type MAN B&W en- [2] “Emission control, two-stroke MEPC
gines will be able to meet the Tier II NOx low-speed diesel engines”,
limits by internal engine methods. paper published by MAN B&W SCR Selective Catalytic Reduction
Diesel A/S, Copenhagen,
The expected Tier III 80% NOx reduc- December 1996 SECA Sulphur Emission control Area
tion requirement can currently only be
met by the use of external engine [3] “NOx control in practice and HFO Heavy Fuel Oil
methods such as SCR. demands made on owners and
engine builders”, MAN B&W Diesel OO Diesel Oil
However, by development and re- paper for meeting at the Maritime
search, MAN Diesel has been able to Museum in Bergen, March 2000
achieve a NOx reduction of 70% by
means of internal methods such as [4] “NOx Emission Reduction with the
SAM and EGR. In the coming years, Humid Motor Concept”, 23rd
these systems will be matured to the CIMAC Congress, Hamburg,
market. April 2001.
According to IMO, SOx and PM will be [5] “LNG Carrier Propulsion by ME-GI
reduced by fuel sulphur level limits. Al- Engines and/or Reliquefaction”
ternatively, an abatement system can Sept. 2003
be installed, e.g. a fuel oil scrubber so-
lution. MAN Diesel is also investigating [6] ‘‘Low-sulphur fuel operation’’ paper
this option to ensure a safe, reliable and published by MAN Diesel A/S,
environmentally friendly operation of Copenhagen
MAN B&W propelled vessels.
5.28
5.29
5.30