nethermost emissions system engine running in internal

Nethermost Emissions System Engine Running in Internal Combustion Engines

Blazes the trail!

Greek Patent Protocol Number : 20160100424, 04/08/2016

Contact: [email protected]

2 Introduction to NESER Engineering

The problem

The need for reducing fossil fuel consumption and the emission of air pollutants from internal combustion engines is a main concern of engine manufacturers and the field of engine mechanics in general. Internal combustion engines (ICE) are used for electric power production in ships, the industry, large buildings and out‐of‐grid locations. The large engines used in power generation, transportations and the industry consume also large quantities of fuel and emit respectively large quantities of pollutants to the environment (CO2, CO, HC, SO2, SOX, NOX, SOOT, smoke etc.). Internal combustion engines are also used in all sorts of automobiles (passenger cards, Lorries, busses and trains).

A potential reduction of fuel consumption and pollutant emission implies a respective improvement in the economy, the environment and public health. The European Union has introduced legislation which is scheduled to come to power in 2020, aiming to reduce carbon dioxide emissions from ICE by 20% in relation to the targets of Kyoto Protocol and a reduction of 50% by 2050, including the emissions of following pollutants:

CO2 – CO – HC – SOX – NOX – SOOT – PPM


Common emission treatment methods for marine engines

Exhaust Gas Recirculation (EGR) is a technology for controlling the emission of nitrogen oxides (NOx) from combustion engines, which recirculates part of the exhaust gasses back into the combustion cylinders of the engine. The engine manufacturer MAN Diesel & Turbo designed and produced the first EGR system for a two‐stroke diesel engine of a marine container currier, which was already in function in 2010.

Regarding the way EGR functions, a part of the exhaust gasses is directed to a scrubber, a cooler and a collector of humidity with suction, which is powered by a specially designed electric blower. The blower raises the pressure of the exhaust gasses, which subsequently is mixed with the turbo charged air via a supply pipeline, before it enters the coolers of the main engine. Inside the scrubber the gasses are washed with water, which turns acidic, in proportion with the density of the diluted sulfuric emission gasses, which originate from the fuel. As a result, a dosage of sodium hydroxide is needed for neutralising the acid water.

Furthermore, the scrubber washes the suspended particulate matter (PM), which gets diluted into the water, and therefore a water treatment system (WTS) is needed in order to remove the particles and deposit them as residues (sludge) into the sludge tank of the ship. The WTS is designed to clean the scrubber’s water to an extent such that the water can be returned back into the open sea. A fully automated emission control system offers ease of use for the ship’s crew, while it allows correct and quick reaction in variation of the engines power load.

Available solutions: Ship scrubber.

Source: Marine Chronicles


Available solutions: Ship catalyst

Source: Isalos.net

Primary methods of reducing gas emissions

A reduction of the average temperature of combustion slows down the generation of NOX. The most common method for reducing the maximum temperature of combustion in magnitude and duration is by delaying the injection of fuel. In order to offset the resulting raise in fuel consumption the rate of injection increases and the duration decreases, so that the end of injection coincides with the previous to the adjustment timing. The ratio of compression is raised, in order to avoid deterioration in the quality of combustion, but to the extent that the mechanical tensions due to maximum pressure occurring do not affect the solidarity of the mechanical structure. Also, the thermal stress on the valves needs to be taken into account, due to potential rise in exhaust gas temperature.

Secondary methods of reducing gas emissions

The heat exchange production units of electric power have been using units of Selective Catalytic Reduction (SCR) of exhaust gasses for the reduction of NOx. Such SCR units have been installed to about 500 ships and commonly use urea, which breaks down into ammonia and isocyanate acid, which after mixing with water provides the required catalytic reduction to ammonia, as necessary. The catalyst system is relatively large in volume and costly, but the reduction of NOx can reach 98%. The functional problem of SCR is that over some exhaust gas temperature and mainly for two‐stroke engines it requires installation of the catalyst prior to the turbo charger and also requires the installation of diversion valves for a variable direction of the gasses to the exηaust and air pipelines, during the acceleration of the engine and small power load. The presence of sulphur in the fuel and phosphorus in alkaline lubricants causes gradual chemical poisoning of some catalytic arrays. Thus arrays of combined desulphurisation with scrubbing followed by SCR are under consideration.


The system NESER

The innovative system NESER, consists of a series of components, which when mounted and appropriately adjusted at the entrance of the combustion air and the control device of the motor they reduce the consumption of fuel, regardless of the type of fuel that is use, including petrol, diesel, heavy fuel oil, petrol gas, natural gas etc.). Along with the reduction of fuel consumption the NESER system reduces the emission of exhaust gas pollutants, including carbon dioxide, carbon monoxide, hydrocarbons, sulfuric oxides, nitrogen oxides, soot and other.

According to laboratory tests and measurements made so far, the reduction of fuel consumption reaches 40% and the reduction of gas emissions exceeds 70%, removing the necessity of using catalyst transformers, DPF filters or Scrubber system, which produces pollutant wastes. NESER system has been tested on several petrol and diesel cars, on industrial air compressor motors and on marine power generators, always with the expected outcomes.

NESER System is a primary gas emission reduction method and is addressed to all industries that use internal combustion engines, including automobile, manufacturing, marine, electric power generation, transportation and more importantly the engine manufacturing industry. It has a minimal effect on the design and current arrangement of the engine (and therefore implementation cost), affecting only the supply of air to the combustion chambers, and small maintenance cost.

NESER System reduces drastically the following:

1. Consumption of fuel per hour (kg/h).

2. Consumption of fuel per unit of produced energy (kg/kWh).

3. The quantity of emitted carbon dioxide (CO2) per unit of produced energy (gr/kWh).

4. The quantity of emitted carbon monoxide (CO) per unit of produced energy (gr/kWh).

5. The quantity of emitted sulphur oxides (SO & SO2 per unit of produced energy and in proportion with the volume of gas emissions (gr/kWh και ppm).

6. The quantity of emitted nitrogen oxides (NO, NO2 and higher NOX) per unit of produced energy and in proportion with the volume of gas emissions (gr/kWh και ppm).

7. The quantity of emitted soot per unit of produced energy and in proportion with the volume of gas emissions (gr/kWh και ppm).

NESER delivers the fuel consumption and gas emission targets set by ΕΕ and ΙΜΟ for 2050 today!


Results from an industrial test of the NESER System

All the measurements presented below were taken on board, from 125kw power function of the generator when docked and a non‐stop 10‐day trip function at 240 kw with the NESER system mounted.

Test of NESER System on a ship Yanmar diesel generator 830hp – 550 KW

Electro‐generator power 125 KW Electro‐generator power 240 KW

Manufacturer’s fuel consumption and COX emission data, at environment temperature 28oC. 125 kw x 263gr/kw.h = 32,875gr/h x 24h = 789,000gr 789,000gr x 2.65 = 2,090,850gr x 10 days = 20,908,500gr CO2 789,000gr x 1.15 = 907,350gr x 10 days = 9,073,500gr CO

250 kw x 223gr/kw.h = 55,750gr/h x 24h = 1,338,000gr 1,338,000gr x 2.65 = 3,545,700gr x 10 days = 35,457,000gr CO2 1,338,000gr x 1.15 = 1,538,700gr x 10 days = 15,387,000gr CO

Measured on board fuel consumption and COX emission data, at environment temperature 48oC. 125 kw x 284gr/kw.h = 35,500gr/h x 24h = 852,000gr 852,000gr x 2.65 = 2,257,800gr x 10 days = 22,578,000gr CO2 852,000gr x 1.15 = 979,800gr x 10 days = 9,798,000gr CO

250 kw x 235gr/kw.h = 58,750gr/h x 24h = 1,410,000gr 1,410,000gr x 2.65 = 3,736,500gr x 10 days = 37,365,000gr CO2 1,410,000gr x 1.15 = 1,621,500gr x 10 days = 16,215,000γρ CO

Fuel consumption and COX emission data with NESER, at environment temperature 48oC. 125 kw x 160gr/kw.h = 20,250gr/h x 24h = 486,000gr 486,000gr x 2.65 = 1,287,900gr x 10 days = 12,879,000gr CO2 486,000gr x 1.15 = 558,900gr x 10 days = 5,589,000gr CO

250 kw x 132gr/kw.h = 33,750gr/h x 24h = 810,000gr 810,000gr x 2.65 = 2,146,500gr x 10 days = 21,465,000gr CO2 810,000gr x 1.15 = 931,500gr x 10 days = 9,315,000gr CO


Analysis of exhaust gas soot on board, from the standard function of the engine.

Analysis of exhaust gas soot on board, with the first stage only (half) of NESER System functional.

Analysis of exhaust gas soot on board, with the complete NESER System functional.


The inventor Mr Serlidakis looking after NHESER System in action

Present situation and next steps

NESER System has been conceived and developed by the engineer Mr Andreas Serlidakis, who owns the patent and heads the firm. The startup firm NESER Engineering is currently under incorporation and has been hosted in the Athens Startup Business Incubator since April 2016. During this period it was chosen for presentation in the leading European startup event Slush 2016 in Helsinki, Finland and in May 2017 it received the 3rd prize (out of 78 participants) at the Athens Startup Awards competition organized by the Greek Chamber of Commerce and Industry and the Attika Region administration.

Our immediate priority is the completion of the first official certification of our results, in collaboration with a car manufacturer and Greek transport industry, from the internationally accredited firms TUV HELLAS – NORD and Horiba. Our next steps include certification by International Maritime Organisation (IMO), participation in the Horizon 2020 Engine Retrofit competition of the European Commission and development of our firm’s R&D and research laboratory capacity.

As we stand, we are kindly supported by:

• Athens Startup Business Incubator of the • The Centre for Research and Technology Hellas (CERTH) • Aristotle University of Thessaloniki • TUV HELLAS – NORD • Envirometrics laboratory • Horiba laboratory • Hellenic Aerospace Industry S.A.

nethermost emissions system engine running in internal

Documents