Tokyo Tripartite Meeting

Developments on Engine
Technologies to reduce the
Emissions

2010.10.14
Kazutaka Shimada
(Mitsui Engineering & Shipbuilding Co., Ltd)
Large size engines Technical Committee
JSMEA (Japan Marine Equipment Association)
1

Contents

1. Introduction
- revised MARPOL Annex VI
2. Measures to comply with NOx regulation
- IMO NOx Tier II
- IMO NOx Tier III

3. Measures to reduce GHG Emission

- WHR (Waste Heat Recovery)
- Scavenging Air Control Technologies

Contents

1. Introduction
- revised MARPOL Annex VI
2. Measures to comply with NOx regulation
- IMO NOx Tier II
- IMO NOx Tier III

3. Measures to reduce GHG Emission

- WHR (Waste Heat Recovery)
- Scavenging Air Control Technologies

Revised MARPOL 73/78 ANNEX VI

NOx Regulation

SOx + PM Regulation
(Sulfur Control Only)

n<130
130<=n<2000
n>=2000

Tier I
Tier II Tier III
2000 2011 2016
17.0
14.4
3.4
-0.2
-0.23
45*n
44*n
9*n-0.2
9.8
7.7
2.0
n : Engine speed min-1

Current
2010.07.01
2012
2015
2020

18.0
16.0

NOx

g/kWh

14.0
12.0
10.0

Tier II

8.0

-21

-80

6.0

Tier III
Local Area(ECA)

4.0
2.0
0.0
0

500

1000
1500
Engine Speed min-1

2000

2500

S in Fuel[%]

-15

5.00
4.50
4.00
3.50
3.00
2.50
2.00
1.50
1.00
0.50
0.00
2000

Global
4.50%

3.50%

0.50%

ECA
1.50%
1.00%

0.10%

Review of Fuel
Availability in
2018

2005

2010

2015

2020

Global
ECA

2025

2030

1st-July

Contents

1. Introduction
- revised MARPOL Annex VI
2. Measures to comply with NOx regulation
- IMO NOx Tier II
- IMO NOx Tier III

3. Measures to reduce GHG Emission

- WHR (Waste Heat Recovery)
- Scavenging Air Control Technologies

Measures to comply with IMO NOx Tier II

For Tier II compliant Engines,

In-Engine Technology, which has adverse impact
on SFOC, is applied.
2st Miller Cycle
Optimum Fuel Injection Profile
New components design

2 Stroke Miller Cylce

Ref. CIMAC Paper No. 205, Prof. Takasaki

Injection Profile to optimize the emissions

4T50ME-X: Step-profiles 100% load, fuel-pump pressure

2006-12-22

MAN B&W Diesel A/S 2006-12-21 21:27

1000
900
800
700

bar abs

600
500
400

Reference
Step-profile: 10ms
Step-profile: 13ms
Step-profile: 17ms

300
200
100
0
170

180

190
deg a BDC

200

210

The fuel injection rate

control can improve
SFOC-NOx trade-off.

-3g/kWh at 100% on
Tier II compliant
ME Engine
8

Candidate Technology for IMO NOx Tier III

WIF (Water In Fuel Emulsion)

HAM (Humid Air Motor)
EGR (Exhaust Gas Recirculation)
SCR (Selective Catalytic Reduction)
2-Stage Turbocharging

NOx Tier III EGR

Scrubber

Turbocharger
EGR Blower
Air cooler
+ WMC

EGR Cooler + Water Mist Catcher (WMC)

Scrubber
Cooler,
WMC

EGR
Blower

Air cooler + WMC

10

NOx Tier III SCR

Common Challenge:
Low Temperature
S content in Fuel
Urea Quality

Before T/C

After T/C

450

Response of T/C

A/B-OFF

400

A/B-ON
T/C inlet
T/C outlet

Exh. gas temp. (degC)

350
300
250
200
150

New Catalyst
Recovery of catalyst
(after burner)

Deterioration of Catalyst

100
50
0
0%

20%

40%

60%
Eng. Load (%)

80%

100%

120%

11

SCR Guideline : NTC 2008

1. The engine shall be tested, at the pre-certification test, with the NOx reducing device
fitted. (2.2.5.1)
There are engines which, due to their size, construction and delivery
schedule, cannot be pre-certified on a test bed. (2.2.4)
2. In such cases, the applicant must demonstrate to the Administration that the onboard
test fully meets all of the requirements of a test-bed procedure as specified in chapter 5
of this Code. (2.2.4)
Due to the technical difficulties of on-board measurement, the same
accuracy of the measurement at the test-bed is hard to perform on-board.
3. In those cases where a NOx reducing device has been fitted due to failure to meet the
required emission value at the pre-certification test, the effectiveness of the NOx
reducing device is verified by use of the Simplified Measurement method. (2.2.5.2)

The engine with NOx reducing device shall not be accepted for Engine
Family or Engine Group certification. (2.2.5.4)
Individual Engine
4. Notwithstanding 2.2.5.3 and 2.2.5.4, a NOx reducing device may be approved by the
Administration taking into account guidelines to be developed by the Organization.
12

SCR Guideline : Scheme B

Scheme B is more Accurate for the
Reference Conditions

Engine
Measured NOx
Emission at the
Reference Condition

Demonstrate the compliance

at the reference condition
by the calculation

SCR Unit
NOx Reduction Ratio at
the Reference Condition

Test Bed

Verification of NOx
Reduction Ratio

On-Board
13

SCR Guideline

Advantage to develop the Scheme B:

Smooth Enforcement of IMO NOx Tier III

Robust Certification Procedure at the Reference Condition

Optimum Manufacturing Cost
Robust On-Board Verification (Parameter Check Method)
- Engine
- SCR
Flexible Scope of Supply of SCR (including engine maker)
Retro-Fit possibility of SCR in case of major modification

14

NOx Tier III two stage turbocharging

Ref. MAN Diesel & Turbo HP

Ref. CIMAC Paper No. 293

15

NOx Tier III Time Frame

2010
2011

Only 1.5 year is remained until Tier

III Technical Review !
NOx Tier II Start

New Technology Development takes time

2012

NOx Tier III Technical Review

Design

2013

Shop Test
2014
2015

SOx ECA =0.1%

2016

NOx Tier III Start

Service Test

Commercial
Release

2017

Fuel Availability Review

16

Contents

1. Introduction
- revised MARPOL Annex VI
2. Measures to comply with NOx regulation
- IMO NOx Tier II
- IMO NOx Tier III

3. Measures to reduce GHG Emission

- WHR (Waste Heat Recovery)
- Scavenging Air Control Technologies

17

WHR Waste Heat Recovery

Waste
Heat
Recovery

Whole Technologies
using the surplus
energy of the Exhaust
Gas.
18

WHR ~ TES Thermo Efficiency System ~

Boiler

Power TurbinePTSteam TurbineSTGenerator

Shaft Generator / Motor

Grid
PT

Generator

ST

app.

Shaft Generator&
Motor

Control Box

19

WHR ~ TGU & Hybrid T/C ~

TGU(Turbo Generator Unit)
TCHigh Speed Generator
((Relatively Smaler Space Requirement)
Boiler
ST

STG

DG
TC

TCG

TC

TCG

DE

Main
Engine

SM

Hybrid Turbocharger

20

GHG Reduction

Scavenging Air Control

Measures to improve SFOC by increased trapped air
amount and increased Pmax in partial load.

VT (Variable Turbine)
TC Cut (Large Engine)
Sequential Turbocharger
Exhaust By-Pass
ME Engine Control Tuning
21

Scavenging Air Control

160

Pmax

140
Pcomp
120

Increase Scavenging Pressure : Ps

Increase Compression Pressure

: Pcomp
Increase Cylinder Maximum
Pressure : Pmax

100
80

R elative S FO C , N O x [g/kW h]

Pscav
3.0

60
40
20
50%

60%

70%

80%

90%

Improve Engine Efficiency in

the part load
4

2.0
1.0

0.0
-1.0

-2.0
-3.0

-4.0
-5.0
-6.0

0
50100%

60

70
80
Engine Load [%]

90

100

22

VT Variable Turbine

VTA Open

VTA Close

Features of Variable Turbine Area

1. Reduce CO2 (SFOC) Emission in the part load
2. Improve NOx CO2 trade-off
3. Improve engine reliability due to the increase of air
amount in the part load
4. Decrease heat load in tropical condition
5. Retro-Fit possibility
23

One turbo charger cut

Exhaust
Exhaustgas
gasreceiver
receiver

Cooler
Cooler
Cooler
Cooler
Cooler
Cooler
Scavenging
Scavengingair
air receiver
receiver
No of TC/Eng
1
2
3
4

max. Load

Continuous
Operation
15%

50%
35%
67%
66%
75%
68%
Emergency Use Only
24

Sequential TC
Sequential Turbocharger
Sequential Turbocharger is the turbocharging
System to change the combination of the
turbochargers in accordance with the engine
load.
High Load Large + Small T/C
Low Load Only Large T/C

Exh. GasReceiver

Exh. Gas Receiver

Closed

Small T/C

Open
TO OUTSIDE

V3

Open

V1

TO FUNNEL
Closed
V2

Scav. Air Manifold

Low Load
Only Large T/C
Stop Small T/C

Large T/C

Small T/C

Closed
TO OUTSIDE V3

V1

: TURBINE

: BLOWER

B Large T/C

TO FUNNEL
Open
V2

Scav. Air Manifold

High Load
Large T/C & Small T/C

25

EGB Exhaust Gas By-pass

EGB

26

Summary of Todays Presentation

NOx Tier II Compliant Engines have been available by
applying in-engine technologies.
NOx Tier III Compliant Engines need further development.
In case of SCR, the certification procedure in accordance with
NTC 2008 may need further development. (Scheme B)
It will discuss in next BLG meeting.
WHR (Waste Heat Recovery) and Scavenging Air Control
Technologies are introduced for reducing GHG emission from
the ships.

27

Thank you for your attention

28