emission control technology for marine applications
DESCRIPTION
Emission control technology for marine applications. Diesel engines present in marine applications. DEC SCOPE. Trend in repowering. After treatment solutions for diesel engines. DPF Diesel particulate filter / Captures and oxidizes PM Frequently used on passenger car E5/E6 - PowerPoint PPT PresentationTRANSCRIPT
Emission control technology for marine applications
Diesel engines present in marine applications
Name Low speed Medium Speed High Speed
Displacement (l/cyl) 200 - 2000 16-120 5 - 16 0,8 - 3 < 0,8
Power range (kW) 4000 – 100000 800 - 40000 kW Up to 10000 kW Up to 800 kW Up to 300 kW
Applications MarinePowergen
MarineRail
Powergen
MarineRail
PowergenIndustrial
AgricultureMining
Heavy dutyMarine
RailPowergenIndustrial
AgricultureMining
Passenger carLight dutyIndustrial
Agriculture
Combustion type 2-stroke & 4 stroke 2-stroke & 4 stroke 2-stroke & 4 stroke 4 stroke 4 stroke
Rotation speed (rpm) 70-300 350 - 850 600 - 2200 600 - 3000 >3000
DEC
SCOPE
Trend in repowering
4
DPF Diesel particulate filter / Captures and oxidizes PM
Frequently used on passenger car E5/E6Frequently used on trucks EPA ‘07Implemented for many trucks EUR VIGood potential for rail applicationsGood potential for inland vessel / local legislation
SCR Selective catalytic reduction / Reduces NOX by means of a reagent
Frequently used on trucks EUR IV,V,VIBest potential for inland vessel emission reductionBest potential for MARPOL TIER III
After treatment solutions for diesel engines
Possible with high sulphur fuelFuel optimised engine => LOW CO2
Possible with fuel below 250 - 350 PPM sulphur
Aftertreatment technology for inland vessels
Inland vessels have access to good quality fuel
Facts
Inland vessels use mainly medium and high speed diesel engines
A high proportion of inland vessels have engine load profiles allowing the use of high efficient aftertreatment technology
DPF
Regeneration during engine operation
Active system
Fuel exhaust injection
Electrical
Burner
Combination
Passive system
NO2
Combination with FBC
Offline systems
Electrical
Paper cartridge
DPF solutions for marine diesel engines
Best combination for inland vessels
SCR
Dosing
Airless
Airassisted
Catalyst
sulphur resistance Vanadium type catalyst
sulphur Sensitive catalystsFE-ZE / CU-ZE
Require N02 content
Reagent
AD-BLUE
UREA 40% solution
AMMONIA
SCR solutions
SCR
Dosing
Airless
Airassisted
Catalyst
sulphur resistance Vanadium type catalyst
sulphur Sensitive catalystsFE-ZE / CU-ZE
Require N02 content
Reagent
Urea 32,5 / AUS 32 / DEF / ADblue
UREA 40% solution
AMMONIA
SCR solutions inland vessels
10
Combined aftertreatment systems for inland vessel applications
Option 1 : DPF => SCREn
gine
C/DPFD
OC
/ D
ECSCR AS
C
AdBlue injecton
Hyd
ro C
at.
Temp 1 Temp 3 Temp 4Temp 2 Temp 5Press 1 Press / Ref 2
NOX
Diesel injecton
Mixer Mixer
Engi
ne
AdBlue injecton
C/DPF
DO
C /
DEC
SCR
Hyd
ro C
at.
Temp 1 Temp 3 Temp 4Temp 2 Temp 5Press 1 NOX
DO
C
Diesel injecton
MixerMixer
Option 2 : SCR => DPF
Not suitable for marine
Option 3 : SCRFEn
gine
AdBlue injecton
SCRF
Temp 1 Temp 3 Temp 4Press 1 NOX
DO
C/D
EC
Diesel injecton
Temp 2
Mixer Mixer
ASC
Engi
ne
C/DPFD
OC
/ D
ECSCR AS
C
AdBlue injecton
Temp 1 Temp 3 Temp 4Temp 2 Temp 5Press 1 Press / Ref 2
NOX
Diesel injecton
Mixer Mixer
Option 1 DPF => SCR
Option 2SCR => DPF
Option 3SCRF
DPF regeneration via NO2 / fuel penalty for regeneration ++ - +
N° of substrates**(without hydrolysing catalyst and with end-zone coating for ASC when applicable) 3 4 2
Total substrate volume / compactness of the system Medium volume Highest volume Lowest volume
Passive & active heat management / fuel penalty High thermal inertia
High thermal inertia
Low thermal inertia
Complexity of the temperature management High High Medium
N° of cans N° of temperature sensors
3 cans minimum4 (optional 5)
4 cans minimum4 (optional 5)
2 cans minimum3 (optional 4)
Integration / geometrical freedomInstallation - + ++
Marine specific Low SV – Low Pressure drop requirement - - +
System layout combined DPF / SCR
14
Some test results with SCRF
Engine & system information
15
KW Engine= 88
Natural aspirated 6 cyl in Line
Engine Disp.= 4200 cc
Mullite Aerify substrate SCRF 5,8 dm³
Metal DOC volume 2,8 dm³
Engine & system information
16
Results sorted by Qex (exhaust gas volume flow in dm³/sec)
Data sorted by exhaust gas volume flow
Results sorted by Qex (exhaust gas volume flow in dm³/sec)
NOX PPM on right axis =>
NOX engine out 5,52 g/kWh
Mode NOX conversion Temp 3 Urea consumptionNOX Tailpipe 0,38 g/kWh
NOX conversion (average) 93.1 %
Avg temp before SCRF 353 degC % °C µl/s
Adblue consumption 0,204 l 1 87,0 210 7
Conclusions:
SCRF technology is capable of NOx reductions > 90%.
2 85,7 460 94
3 93,6 335 105
4 98,1 385 125
5 98,6 310 92
6 99,5 365 113
7 95,0 250 42
8 92,0 480 107
9 84,9 275 55
10 86,3 510 123
11 87,3 290 66
12 97,3 390 142
13 99,4 330 115
ESCTest run n° 5 ESC
Validation of SCRF on two ships
Barge
This is considered as a normal application
Engine: Scania V8 16 liter 450 kW
Police Patrol ship
Considered as a worst case scenario
Engine : 2 x MTU V2000-01 600 kW
Data Analysis Barge
The Barge
The Barge
Data Analysis Police Patrol Ship
Data Analysis Police Patrol Ship
Data Analysis Police Patrol Ship
The patrol ship
The patrol ship
The patrol ship
29
A new technology for NOx measurement on ships using low quality fuelsPatent filed
Urea dosers
Sensor integration in the exhaust
Patent filed
Patent filed
DE-TronicA Modular Electronic Platform for Diesel Emission Control Devices
Key Product
DE-TRONIC is an Electronic Control Unit (ECU) developed as a link between the engine and the diesel emission after treatment systems.
Functions
DPF Monitoring
DPF Active regeneration• Diesel Post Injection• Burner Control*• Electrical heaters
SCR control • Urea dosing• Ammonia dosing• Tank / line temperature management
FBC Dosing
Data Logging
OBD
Telemetry* EGR control*
PC interface Graphic data analysis
Thank you for your attention