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