Application Center Marine
Application of IMO Tier III to engine design and the likely consequences. An engine manufacturer's view
Friedrichshafen, 09.02.2011, Stefan Mueller
Agenda 1
Consequences of IMO Tier III emission limits to propulsion plants
2 3
What about exhaust aftertreatment devices? Is there an alternative to exhaust aftertretment devices? Conclusion
4
Page 2 | Business Application Unit Center Engines Marine, | 29.04.2010 Stefan Mueller | 18.02.2011
01
1 Conseqences of IMO Tier III emission limits to propulsion plants
Page 3 | Application Center Marine, Stefan Mueller | 18.02.2011
IMO III - Emission Control Areas (ECAs)1)
EPA Area EU Area
IMO Area: existing ECAs: Baltic Sea, North Sea planned ECAs2): Coasts of USA, Hawaii and Canada (range 200 nm) 1)
discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Norway, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea, Tokyo Bay
IMO III applies only insde ECAs (outside ECAs aplies IMO II); IMO III does not apply to a marine diesel engine installed on a ship with a length less than 24 metres when it has been specifically designed, and is used solely, for recreational purposes; 2) Ratification with MPEC 60 expected in 2010.
Page 4 | Application Center Marine, Stefan Mueller | 18.02.2011
IMO NOx and SOx limits until 2016: NOx limits 130 rpm
900 rpm
SOx limits (sulfur in fuel oil) 2000 rpm
11,54 ~ 20%
10,04 9,8 9,20 7,84
~ 80%
7,7 0,1
2,30
2,00
1,96
• No limits for HC, CO, PM. SOx and PM are limited via fuel quality. • IMO Tier 3 apply only in Emission Control Areas (ECA). • IMO Tier 2 standards apply outside ECAs.
Page 5 | Application Center Marine, Stefan Mueller | 18.02.2011
Emission Legislation Marine International Maritime Organization (IMO) General Validity: Marine diesel engines > 130 kW for ships engaged on international voyages to which MARPOL Annex VI applies (= flying the flag of an signatory, or entering waters of the jurisdiction of an signatory to the Annex - 59 countries till 07/2010). Fixed & floating platforms, including drilling rigs and similar structures, are considered as ships. For those structures IMO regulations are in addition to any controls imposed by the government which has jurisdiction over the waters in which they operate. Applicability of Tiers: For new ships date of construction of the ship, for engine replacement with non-identical engine or installation of additional engine date of installation. IMO Tier III (2016) will be applicable in Emission Control Areas (ECA) only.
Page 6 | Application Center Marine, Stefan Mueller | 18.02.2011
Emission Legislation Marine International Maritime Organization (IMO) Exemptions: 1. Marine diesel engines intended to be used solely for emergencies (power generation, lifeboat propulsion etc.) 2. Engines installed on a ship solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State the flag of which the ship is entitled to fly, provided that alternative NOx control measures apply. 3. Warships, naval auxiliary, other ships owned or operated by a state on government non-commercial service. The convention shall apply if the measures are not impairing the operational capabilities of such ships. Recreational Provisions: IMO Tier II does not differentiate between recreational and commercial. This will be changed with IMO Tier III. IMO Tier III will not be applicable to a marine diesel engine installed on a ship with a length1) less than 24 metres when it is designed, and is used solely, for recreational purposes. In this case IMO Tier II applies. General ECA Criterias: Reduce impacts of the relevant emissions (SOx, NOx, PM) on human health, terrestrial and aquatic ecosystems, areas of natural productivity, critical habitats, water quality, and areas of cultural and scientific significance.
1)
Length definition see next slide
Page 7 | Application Center Marine, Stefan Mueller | 18.02.2011
Emission Legislation Marine Definition Length for IMO Recreational Moulded Depth = top of uppermost completely watertight deck
Note: 3 lines are on top of each other but are separated slightly for clarity WATER LINE (WL) Least Moulded Depth
85%
L=96% of Dotted Line This (solid) line if it were longer than L Note: 2 lines are on top of each other but are separated slightly for clarity
Vessel with Raked Keel
DESIGN WATER LINE (DWL) 85%
Least Moulded Depth
Page 8 | Application Center Marine, Stefan Mueller | 18.02.2011
L=96% of Dotted Line This (solid) line if it were longer than L
Emission Reduction Technologies PM
Exhaust Exhaustemission emissionreduction reductiontechnologies technologies
0,2
Internal Internal
Conventional Conventional
[g/kWh]
injection External External
Advanced Advanced
2012
0,1 CO, CO,HC: HC:Oxi OxiCat Cat
Turbocharging Turbocharging
Miller Millercycle cycle
Injection Injection
Exhaust Exhaustgas gasrecirculation recirculation
Combustion Combustion
Fuel-water Fuel-watercombustion combustion
combustion technology
NO NOx:x:SCR SCR
2016
PM PM(Soot): (Soot):DPF DPF
0
2
4 [g/kWh] 6
8
10
• IMO Tier 3 NOx limits cannot be achieved by conventional engine internal means. • Advanced internal or external technologies are required to fullfill future NOx limits: e. g. Miller Cycle, Exhaust Gas Recirculation, Selective Catalytic Reduction
Page 9 | Application Center Marine, Stefan Mueller | 18.02.2011
NOx
Fuel influences on advanced engine technologies Some Examples Exhaust aftertreatment devices SCR catalysts are restricted due to sulfur contents of fuel oil: • S ≤ 0,1% for unrestricted catalyst design • S > 0,1% no use of noble metal oxidation catalysts (Pt, Pd) • S 0,5% dust blowers are needed • S 1,5% special case Engine internal technologies • Fuel particles may influence precision and life-time of injection devices due to erosion. Injection devices are a key technology of emission reduction. Precise injection is mandatory for success. • Fuel parameters (Cetane Index, …) take influence on the combustion process. This also effects emissions and mechanical loads of engine components. • Sulfur content may have negative effect on engine life-time with the use of EGR (sulfur acid corrosion).
Page 10 | Application Center Marine, Stefan Mueller | 18.02.2011
Fuel Conditioning Device for secured engine operation be r f l e
f e i t r
wat e r e xt r act e d
o
af e f l e
t r i t r
E
xt
act
r
wat
s
Solids Filtrationtest with a contaminated fueloil MGO, stored in a aluminium tank.
F s
i m
l al
t
e l
r p
s ar
Page 11 | Application Center Marine, Stefan Mueller | 18.02.2011
e t
v i
e cl
r e
y s
In the range of 1,2 Âľm only parts of oxydations remain.
t (
h <
i
ng 2 m
01
2 What about exhaust aftertreatment devices?
Page 12 | Application Center Marine, Stefan Mueller | 18.02.2011
NOx reduction via SCR Required components, specifications • Catalyst with integrated insulation and sound attenuation • Pipe for Diesel Exhaust Fluid (DEF, urea) injection and mixing • DEF tank (heated if necessary) • Compressed air supply (if using air aided DEF dosing) • DEF Dosing unit, reactant pump • DEF injector • Sensors (NOx, exhaust temperature) • Control unit DEF comsumption: appr. 3 to 5% of fuel consumption Fuel consumption increase due to higher backpressure: appr. 1%
Page 13 | Application Center Marine, Stefan Mueller | 18.02.2011
SCR for IMO 3 Study for a 30 mtr. Yacht isolated
SCR catalyst
water spray
sidepipe
urea tank gear box
Page 14 | Application Center Marine, Stefan Mueller | 18.02.2011
16V 2000 M94 Diesel engine
SCR for IMO 3 Study for a 30 mtr. Yacht
Page 15 | Application Center Marine, Stefan Mueller | 18.02.2011
SCR for IMO 3 8V 2000 with SCR located above gearbox exhaust gas outlet inspection door
V drive arrangement 8V 2000 M94 Diesel engine SCR catalyst urea injectors
Page 16 | Application Center Marine, Stefan Mueller | 18.02.2011
SCR for IMO 3 Study for a big vessel silencer
SCR reactor isolated
urea mixing pipe urea injection
urea tank exhaust collecting pipe
urea control station
Page 17 | Application Center Marine, Stefan Mueller | 18.02.2011
20V 1163 TB94 Diesel engine
Exhaust gas aftertreatment Challenges, tasks Challenges: • • • • •
Integration of additional components into existing space (maschine room, exhaust funnels, …). Maintenability / Reliability of additional components and systems under marine boundary conditions Logistics and handling of Diesel Exhaust Fluid like urea. Avoid SCR catalyst damage due to fuel sulfur content. Restricted operation without DEF by legislation? Today not in Marine, in other applications (also automotive oindustry) heavily in discussion.
Tasks of the industry: • Optimization of total system (engine & aftertreatment) by intelligent combination of engine and exhaust gas aftertreatment devices. • SCR offers the possibility to optimize the engine for fuel consumption and low CO2 emissions coming along with higher engine-out NOx emissions (to be compensated by SCR).
Page 18 | Application Center Marine, Stefan Mueller | 18.02.2011
01
3 Is there an alternative to exhaust aftertreatment devices?
Page 19 | Application Center Marine, Stefan Mueller | 18.02.2011
Next Off-Highway Emission Legislation Stages Engine-internal Emission Technologies ADEC with emission control
Advanced Injection System
2-stage turbocharging with intercooler
Engine Controller
Injection
Charging
EGR cooler
Peak Pressure
EU IIIB engine
EGR
Air
Exhaust Gas
Combustion piston
Peak pressure > 200 bar
Page 20 | Application Center Marine, Stefan Mueller | 18.02.2011
Low emission Combustion with Miller-Cycle
Cooled Exhaust Gas Recirculation
Rail Application EU Stage IIIB (2012) A view on the new Series 4000 Diesel Engine EGR-Cooler
0,2 injection
[g/kWh]
2-stage Turbocharging with intercoolers
2012
PM
0,1
2016 0
Miller Valve Timing
New Combustion System Injection System
8V 4000 Rail engine with EGR: operated for > 5000 h in a shunting locomotive. Engine maintained operational data values (Re-measured on test-bed). No signs of untypical wear for runtime.
Page 21 | Application Center Marine, Stefan Mueller | 18.02.2011
combustion technology, EGR
2
4
6 NOx [g/kWh]
8
10
IMO Tier 3: Engine internal measures as an alternative to exhaust aftertreatment devices? ADEC with emission control
We see potential to meet the IMO Tier 3 NOx level with engine internal technologies only.
Advanced Injection System
2-stage turbocharging with intercooler
Engine Controller
Injection
Charging
EGR cooler
But is this applicable to Marine engines?
Peak Pressure
EU IIIB engine
EGR
Air
Exhaust Gas
Combustion piston
Peak pressure > 200 bar
Low emission Combustion with Miller-Cycle
Cooled Exhaust Gas Recirculation
• Today there is no solution for the marine application • Yacht application: - high power density brings technologies to their limits (or beyond?) - typical yacht load profiles endanger Exhaust Gas Recirculation: sulfur acid corrosion.
Fullfillment of IMO Tier 3 requirements by engine-internal technologies is very doubtful Using aftertreatment devices seems to be an econmic path will be technically manageable
Page 22 | Application Center Marine, Stefan Mueller | 18.02.2011
System approaches Research Project for a Hybrid Yacht Propulsion Installation comprising - 2x 8V 2000 M94 marine diesel engines - 2x crankshaft starter generators
Gear Gear
Gear Gear
- 2x ZF marine gearbox
CSG
CSG
- Li-Ion battery pack - Associated power electronics - Monitoring & control system
Diesel Engine
Li-Ion
Diesel Engine
- Cooling system Comfort: noise- and vibrationless operation Environment: zero exhaust emission mode Performance: higher acceleration Economy: Cross-over mode (patent pending)
Page 23 | Application Center Marine, Stefan Mueller | 18.02.2011
01
4 Conclusion
Page 24 | Application Center Marine, Stefan Mueller | 18.02.2011
Conclusion
Fullfillment of IMO Tier III requirements:
• Emission reduction technologies must be significantly advanced. • Fuel qualities have to meet future requirements concerning sulfur content, purity, … • Availabilty of technologies and required must be ensured. • Integration in engine rooms requires optimization of technologies: early pilot installation are needed.
Suppliers need planning reliability for focussed development of emission reduction technologies, emission legislation has to be reliable.
Page 25 | Application Center Marine, Stefan Mueller | 18.02.2011
Thank You.