EGR, SCR and combined EGR and EGC scrubber - sintef.no · EGR engine with cut-out turbocharger: ......

1 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014

CIMAC NMA Norge

Norwegian Shipowners' Association, 22nd January 2014,

Low speed Tier III technologies

EGR, SCR and combined

EGR and EGC scrubber

Kjeld Aabo Director

Customer support

Marine Low Speed Disclaimer

All data provided on the following slides is for information purposes only,

explicitly non-binding and subject to changes without further notice.


Two-stroke Low Speed Engines Marine Engines


1 EGR – Exhaust Gas Recirculation

2 SCR – Selective Catalytic Reduction

3 Combined EGR and EGC (Exhaust Gas Cleaning) scrubber


4 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 3336719.2010.04.27 (NK/LDF)

EGR

(Exhaust

Gas Recirculation)

SCR

(Selective

Catalytic Reduction)


5 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 3336719.2010.04.27 (NK/LDF)

EGR

(Exhaust

Gas Recirculation)

EGR combined with EGC scrubber

EGC scrubber

(Exhaust

Gas Cleaning scrubber)

Combined

SOx reduktion NOx reduktion


EGR

System layout med T/C cut-out matching


EGR System Layout with cylinder bypass

matching


Auxiliary system for EGR


EGR integrated engine design:

6S80ME-C9.2

EGR inlet pipe &

pre-scrubber

Dual cooler

EGR scrubber

EGR blower

Distribution chamber

Mixing chamber

EGR outlet pipe


EGR Unit Integrated on Engine

EGR inlet pipe &

pre-scrubber (not seen)

EGR cooler

EGR scrubber

EGR blower

Distribution chamber

Water Mist Catcher

EGR mixing


New EGR Unit Design

Compact EGR unit designed

for engine-mounting

Combined scrubber/cooler to

optimise scrubbing and

lowering the scrubber water

temperature

Water mist catching after

scrubber by reversing

chamber and high efficiency

WMC

Coolers

Scrubbers

WMC

Outlet

Inlet Pre-conditioned

EGR gas

Reversing

chamber


EGR key components

EGR cooler EGR blower

Valves EGR sensor

EGR unit

On engine Off engine

Water Treatment System

Scrubber Control system

Tanks

Drain


EGR control system - HMI


NOx certification of EGR engine modes

for TC Cut-out engine

IMO NOx certifi-

cation (Test cycle E2 or E3)

Tier II

(Cycle value calculated from highest NOx value

from each load point)

Tier III

Engine mode Economy No EGR Low EGR* High EGR

Engine mode no. 1 2 3 4

Turbochargers in

operation

Basis+ Cut-

out TC Basis TC Basis TC Basis TC

Load range 0 - 110% 0 – 50% 0 - 75% 0 - 100%

* Optional if test bed results are positive


Shop test of 6S80ME-C9.2 at HHI-EMD,

September 2012

Tier III NOx levels: cycle value & mode caps

Fuel optimised Tier II EGR mode concept

EGR engine Control & Safety system

High efficient EGR scrubber

EGR blowers

EGR oxygene sensor setup

EGR coolers

EGR Water Treatment System


Expected change in fuel oil consumption

ECA-EGR

Tier III

Low EGR

Tier II

Economy

Tier II

100% +4 +4 0

75% +3 +0 0

50% +2 -5 0

25% +0 -5 0

ECA-EGR

Tier III

Low EGR

Tier II

Economy

Tier II

100% +5 +3 +2

75% +4 -1 0

50% +3 -5 -5

25% +0 -5 -5

EGR engine with cut-out turbocharger:

EGR engine with cylinder by-pass:

*For some engines it is nessecary to remove shims in order to

avoid smoke in ECA-EGR mode which can result in a higher SFOC in

Low EGR mode.


NOX and PM in exhaust – test results

: Economy mode

: Low EGR mode

: ECA-EGR mode


EGR engine parameters

: Economy mode

: Low EGR mode

: ECA-EGR mode


6S80ME-C9-EGR on-board Maersk Cardiff


EGR Service test status

Alexander Maersk – EGR launched March 2010

>2400 running hours on HFO with 3% sulfur

Engine components is not affected by EGR

Crew operates the system

Maersk Cardiff – EGR launced February 2013

>1000 running hours on HFO with 3% sulfur

Engine components is not affected by EGR

EGR system components works well

Crew operates the system


EGR references (service tests)

13.09.2013 RASA/ Dept LSP

In service –

Launched in march

2010

In service –

Launched in march

2013

Ordered –

Delivery in June and

Sept. 2013

Ordered –

Delivery in

Dec. 2014


Installation aspects


Conclusions on EGR development

Compact EGR engine design for 6S80ME

and 6G70ME engine is completed.

Tier III test results with satisfying SFOC and

other emissions are confirmed.

Service test of EGR is progressing as

planned.

EGR concepts for entire engine program is

identified and validated.

Commercial orders is signed with Chevron

and NYK.


SCR

System layout på motor

V2

V1

V3

V4


System layout Demonstration of solutions

Increase of exhaust gas temperature

SCR system placed on the high pressure side of the turbine



Increase exhaust gas temperatures further at low load

Cylinder & SCR bypass provide correct temperature

Example: Temperature must be increased 70°C from 260°C to 330°C at 25%



Integrate the temperature control in the Engine Control System

Departure from harbor

Maneuvering, accelerations and deceleration

Low speed


Tier III SCR System


Tier II operation

– The exhaust gas goes

directly to the turbine

Tier III SCR System


Tier III SCR System Pre-turbine SCR

Tier III operation

– The exhaust gas is

directed to the SCR

reactor


Auxiliary system for SCR

3338581.2013.01.25



Integrate the temperature control in the Engine Control System

Departure from harbor

Maneuvering, accelerations and deceleration

Low speed



IMO Tier III compliance

6S46MC-C 25 % load 50 % load 75 % load 100 %load Cycle

Tier I (17 g/kWh) 18.1 17.2 14.7 12.4 15.8

Tier III (3.4g/kWh) 2.9 3.1 2.9 2.5 2.8


Results

Tier III operation is confirmed

Tier III NOx

Engine control system

Low load method

SCR control system

Fields of improvements

Valves

NH3 slip

Maintenance of exhaust gas boilers

Integration of SCR control system

Materials

NOx sensors

Santa Vista service test - 6S46MC-C Confirmation


Santa Vista

Accumulation of ammonium bisulphate (ABS)

At least one of these three factors needs to be in tight control

(mixing, urea nozzles, dosing system or cleaning methods)


Santa Vista Corrosion in general

Before operation After operation After cleaning

Corrosion is an issue that needs further investigation

Most properly to the injection of urea solution into the

exhaust gas or leaking bypass vales


Emission Technology – Tier III

SCR references (in service)

Operator / Vessel Nissho Shipping Co., Ltd / M/V Santa Vista

Engine 1 x 6S46MC-C

MCR kW 8280

Ship type & capacity 38,000 DWT, general cargo carrier

Builder Hitachi

Technology Stand alone High pressure upstream TC SCR

First commercial TIER III compliant SCR engine.

Operator / Vessel Hyundai Heavy Industry

Engine 4 x 6S50MC

MCR kW 7860

Ship type & capacity 37,000 DWT

Builder HHI

Technology Stand alone High pressure, Upstream TC SCR


Conclusions on SCR development SCR application for Tier III, two-stroke

On an MAN B&W two-stroke diesel engine, SCR has demonstrated a

NOx reduction that ensures IMO Tier III compliance

A low load method has been developed securing the desired minimum

operation temperature

An engine control system capable of handling all aspects of IMO Tier III

operation has been developed

Solutions for critical parameters securing a successful technical

solution have been identified

SCR system application will be available in due time before 2016

for the complete engine range


Combined EGR and EGC scrubber Feasibility study funded by the Danish EPA

The objective of the project was to examine how

emissions as NOx, SOx and PM from ships can be

reduced by combining two well-known but very

different technologies; EGR (Exhaust Gas Re-

circulation) for NOx reduction and EGC scrubber

(Exhaust Gas Cleaning scrubber) for SOx and PM

reduction.

Sub-projects:

A. Retrofit of EGC scrubbers

B. Engine with Integrated EGR

C. Combined EGR and EGC scrubber

See more on: www.ecoinnovation.dk


Scrubber design

Water Treatment

System design

Combined EGR

and EGC

scrubber

Ship design

Engine design

Funding by:

Combined EGR and EGC scrubber

Feasibility study funded by the Danish EPA


4,900 TEU vessel

MAN B&W 6S80ME-C9.2 (2-stroke engine 27 MW)

MAN Diesel & Turbo Exhaust Gas Recirculation (EGR) scrubber

Alfa Laval PureSOx Exhaust Gas Cleaning (EGC) scrubber

Alfa Laval water treatment system (WTS) for cleaning the scrubber water



Layout of combined EGR and EGC system without auxiliary systems.



Combined EGR/EGC system

Standard system

Combined EGR/EGC system

Reduced exhaust system (30%)

Char-ger

Combustion

EGC scrubber

EGR scrubber

Tur-bine

Blower

100% MCR100% Flow

0% EGR

Non ECA modeStandard configuration

100% MCR70% Flow30% EGR

Char-ger

Combustion

EGC scrubber

EGR scrubber

Blower

Tur-bine

ECA modeStandard configuration

EGC scrubber

Combustion

EGR scrubber

Blower


Non ECA modeReduced configuration

Char-ger

Tur-bine

Combustion

EGC scrubber

EGR scrubber

Blower


ECA/Non ECA modeReduced configuration

Char-ger

Tur-bine



EGC scrubber

Two-stroke diesel engine with integrated EGR

Water treatment system

Tank for caustic soda

Scrubber water circulation tank



Installation costs 27 MW motor

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

Separate Combined Reduced

Mio

$

First cost of EGR/EGC systems

Installation

WTS

EGCS

EGR



Running costs 27 MW motor

0.1%/0.5% 3.0%/3.0%

IMO fuel Sulphur fuel

No EGC Standard EGC

Total cost 20,736,509 16,614,662

EGC cost incl SFOC penalty 0 378,239

EGR cost incl SFOC penalty 196,633 228,458

Fuel cost - excl SFOC penalty 20,539,875 16,007,965

0

5,000,000

10,000,000

15,000,000

20,000,000

25,000,000

$/y

ear

Operating cost of EGR and EGC 27 MW; 6000 hours; IMO cycle; 20% ECA share

IMO fuel versus high sulphur fuel



• Significant achievements by combination of EGR og EGC scrubber.

• The EGC scrubber size can be reduced approx. 30% and the Water

Treatment System can be simplyfied.

• Installation costs can be reduced by approx. 20%.

• Running cost can be reduced with approx. 20% when using HFO in stead of

IMO fuel (MGO 0,5/0,1%S).

• On top of NOx/SOx compliance the PM amount in the exhaust will be

reduced with approx. 80% compared to a standard engine running on HFO.



Emission Project Guide

For general installation aspects

our newly launched Emission Project

Guide can be used.

Download it from www.mandieselturbo.com


Mr. Diesel vs Mr. Otto

- Why do we need the high injection pressure ?

ME-GI is a Diesel Cycle Engine,

All others are Otto Cycle

Mr. Diesel’s Process Mr. Otto’s Process

Gas in cylinder during compression

Otto process gas-air pre-mix

Power reduction (>15%) = more cylinders

Load ramp needed

Pre-ignition / knocking risk

Gas mixture important

Methane slip significant -up to 4%+

Retrofit?

Gas ignited when injected

Diesel process maintained

Unchanged Power Density

Load response unchanged

No pre-ignition / no knocking

Insensitive to gas mixture

Negligible methane slip

ME-GI easy to retrofit

< 52

>

3338198.2012.03.05 (LS/OG)


ME-LGI Fuel properties

• Below table shows the properties of some different liquid gas fuels with

Diesel as a reference. Compared to Diesel the viscosity of the

fuels is much lower hence lubrication, of the moving parts, will be

necessary.

• In general the flash point is below 60⁰C except for Diesel.

• At atmospheric conditions LPG and DME is in the gas phase.

Fuel LPG* Methanol Ethanol DME Ethane Diesel

Liquid density (kg/m3) 455-550 796 794 670 447 860

Lower heating value (MJ/kg) 46 19.9 27 28.7 47 43

Boiling temperature(⁰C at 1bar) -43-(-1) 65 78 -24.9 -890 180-360

Vapour pressure (bar at 20⁰C) 8.5-2.2 0.13 0.059 5.3 38.3 <1

Critical temperature (⁰C) 97-152 239.4 241 127 32.2 435

Kinematic viscosity (cSt at 20⁰C) 0.17-0.24 0.74 1.2 0.2 2.5-3.0

Bulk modulus (bar at 50⁰C and PSupply) 1700-3600 8200 9000 5500 15500

Engine type ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B

* LPG is a mixture of primarily Propane (left) and Butane (right).


ME-GI Combustion Concept

From actual footage (colorized)

Yellow = pilot oil

Blue = gas fuel

Conventional slide fuel valve

Gas fuel valve

Gss distribution channel (yellow)

Gas distributor block

Gas chain link double-walled pipes

1

2

3

4

5

6

1

2

3

4

5

6


Dual fuel gas engine – Tier II Reference list

Engine type ME-GI / ME-LGI

07/01/2014 RASA/LSP

No. of

ships Opt.

No. of

eng. Engine Mk Gas Ship Type Capa. Unit Owner Builder Yard Hull no.

Delivery

year

5 5 20 5 G 70 ME-C 9.2 GI LNG tanker 173400 CBM Teekay LNG partners Hyundai DSME DW2407/08/16/17

#1+2 2014

2 3 5 8 L 70 ME-C 8.2 GI Container 3100 Teu Totem Ocean Trailer Doosan NASSCO TOTE6495/96 2014

15 9 L 28/32 DF Gensets

2 2 4 7 S 90 ME-C 9.2 GI Container 3600 Teu Matson Hyundai Aker Philadelphia 029/ 030 2018

2 2 4 8 S 50 ME-B 9.3 GI Container 1431 Teu Brodosplit Brodosplit Brodosplit 2015



2 4 7 G 70 ME-C 9.2 GI LNG tanker 176300 CBM Knutsen OAS Shipping Hyundai HHI-SBD 2015

2 2 8 S 70 ME-C 8.2 GI Container Crowley HHI-EMD VT Halter 2015


1 3 4 6 S 50 ME-C 8.2 GI LPG tanker Navigator Gas - Jiangnan 2015

2 4 7 G 70 ME-C 9.2 GI LNG tanker 175000 CBM - Mitsui Imabari 2015

1 2 6 S 70 ME-C 8.1 GI LNG tanker 210000 CBM Qatar Gas MDT NKOM (Retrofit) 2015

2 1 3 7 S 50 ME-B 9.3 LGI Methanol

Carrier 50000 dwt MOL Mitsui MNS 2015

2 1 3 6 G 50 ME-B 9.3 LGI Methanol

Carrier 50000 dwt Westfal-Larsen Hyundai HMD 2015

2 1 3 6 G 50 ME-B 9.3 LGI Methanol

Carrier 50000 dwt Marinvest Hyundai HMD 2015

Total Dual Fuel main engine 58 engines

Total Dual Fuel Gensets 33 gensets Total power main engine 1.2 GW


LNG Production QUALITY – Variation in MN vs Production Capacity

The greatest production is seen at lower Methane Numbers

An engine with a min MN spec (AVL) of 80 can use only 38% of global supply

An engine with a min MN spec (AVL) of 70 can use 90% of global supply

An engine with no MN requirement, like the ME-GI can use ALL LNG qualities

M

N

mtpa

MN

Range

(AVL)

Global

LNG

Production

(mtpa)

% of Total

LNG

produced

0 - 70 26 10 %

70 - 75 118.3 43 %

75 - 80 26.1 10 %

80 - 100 102.8 38 %

0 -100 273.15 100 %

RSL-LSP 3338665.2013.03.12 00.00.2012

So

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al


All data provided in this document is non-binding.

This data serves informational purposes only and is especially

not guaranteed in any way. Depending on the subsequent

specific individual projects, the relevant data may be subject

to changes and will be assessed and determined individually

for each project. This will depend on the particular

characteristics of each individual project, especially specific

site and operational conditions.

Disclaimer


Kjeld Aabo

[email protected]

Thank You for Your Attention

EGR, SCR and combined EGR and EGC scrubber - sintef.no · EGR engine with cut-out turbocharger: ......

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