Professional Documents
Culture Documents
Abstract: IMO NOx emission regulation Tier 3 water out of the scrubber. A special compact settling
will come into force from 2016 and require the ma- tank with unique ditches has been developed based
rine two-stroke diesel engines to reduce their emis- on the sewerage treatment technologies and secures
sion below a cycle value of 3.4 g/kWh in Emission the efficient removal of PM. This paper describes 1)
Control Area. To cope with this regulation, the com- the characteristics of EGR system, such as relations
bined EGR (exhaust gas recirculation)&WEF (water between EGR ratio and NOx emission, EGR ratio and
emulsified fuel) system, aiming at effective NOx reduc- fuel oil consumption, etc. both on newly developed
tion with the minimum penalty in fuel oil consumption, EGR system with turbocharger cut-out system and
has been newly developed and provided for the full- VT and on conventional EGR system without them,
scaled test engine Kawasaki-MAN B&W 2S50ME-C. 2) the performance of scrubber including water carry-
EGR applied is so-called high pressured EGR featur- over and 3) the capability of water treatment system.
ing compactness in components. Turbocharger cut- And then 4) the result of the combined EGR & WEF
out system and VT (variable turbine nozzle area) tur- system measured on test engine is reported in com-
bocharger are incorporated in EGR system, which en- parison with EGR alone. In addition to the test results
ables it to reduce NOx with only a minimal impact on by the test engine, this paper describes outline of our
fuel oil consumption, and to switch on/off depending original package type EGR system for on-board test.
on the sea area. Wet scrubber is also incorporated The package EGR system that major components of
in EGR system to remove SOx and PM in the re- EGR are equipped on the main engine is introduced to
circulating gas, which prevents corrosion and contam- facilitate the installation of the system in the ship. On
ination in the scavenging air system during EGR. De- the other hand, WEF technique is preceding EGR and
tection and control methods for water carry-over has now provided for long term operation in order to accu-
been newly established and tested. Water treatment mulate experiences in service field. The latest condi-
system is one of the most important systems for EGR tion is reported additionally.
and has been developed to remove PM in the washing
WMC
A solution of sodium hydroxide is poured into the
Gas
Gas
Coole
nozzle sprayed water circulating in the scrubber
Cooler
and neutralizes SOx. The pH value of circulating
water is continuously monitored to control the
WMC dosage of sodium hydroxide properly.
Scrubber TCR14
TCR20
Chemical equation : SOx + 2NaOH Na2SOx + H2O
VTA
EGR Line This reaction proceeds faster under the condition of
Exhaust Gas Receiver
lower exhaust gas temperature and of higher pH
value. So it is important to lower the gas
No.1 Cyl. No.2 Cyl. temperature sufficiently and control pH value. As
the higher pH value than 9 will have a risk of
Figure 2: Schematic diagram of EGR scaling in the system, the controller is usually set at
7.
When EGR is in operation, the amount of exhaust
gas through the turbochargers decreases, as the The collision type dust collecting equipment is
result, the scavenging air pressure (Ps) drops. selected to trap PM. As the trapping efficiency rises
Then compression pressure (Pc) and maximum higher with smaller mist diameter and with
combustion pressure (Pmax) also drop, and the fuel increasing a relative velocity between gas and mist,
oil consumption turns worse. spray nozzles for circulating water are so installed
that the mist is injected against the gas flow. And
Therefore, the original EGR system was so gas/mist mixture is contracted while passing
arranged to prevent scavenging air pressure from through the narrow scrubbing nozzles, where the
decreasing by cutting out one of turbochargers gas-liquid contact is further promoted. The above
and/or by VTA and from having a penalty of fuel oil feature has made the equipment possible to trap
consumption during EGR operation. PM below 1 meter whereas the ordinary
equipment is difficult to trap them.
Scrubber System
90
80
70
60
50
0 10 20 30 40 50
<Tube Settler> <Centrifugal Separator> Water pouring ratio (%)
1 -1
0 -2
-1 -3
-2 -4
-5
-3
-6
-4
-4 -2 0 2 4 6 8
0 10 20 30 40 50
Fuel oil consumption (g/kWh)
Water pouring ratio (%)
Figure 6: Relation between water pouring ratio and Figure 8: Comparison between parametric test
fuel oil consumption and WEF test
70 expected.
60
50 However, the electronically controlled engine has a
40 high fuel injection rate over the load range, there is
not a larger difference in the improvement of fuel oil
30
consumption between pure MDO and MDO WEF at
20 Water pouring ratio 40%
low load than that of the mechanically controlled
10 engine [1]. Needless to say, the difference between
0 MDO consumption for mechanically controlled
0 25 50 75 100 engine and MDO WEF consumption for electrically
Load (%) controlled engine will be larger.
106
Ps control EGR
Fuel consumption ratio%
11 107 103
Pmax Normal EGR
10 106 102
(MPa)
Load 50%
9 105
101
8 104
Pmax
100
7 103
0 10 20 30 40
Fuel consumption
6 ratio
102 EGR ratio (%)
5 101
4 100
Figure 12: Relation between EGR ratio
0 10 20 30 40 and FOC ratio
EGR ratio (%)
All test results of EGR written below were obtained
Figure 9: Comparison between Ps Control EGR under the scavenging air pressure control. Fig.11 &
and Normal EGR for Pmax and FOC ratio 12 show NOx emission ratio & fuel oil consumption
against EGR ratio separately. Auxiliary energy is
not included in fuel oil consumption. Power
consumption of EGR blower, which is main part of
auxiliary energy, is approximately 1 % of fuel oil
120
consumption at EGR ratio of 30% and 100% load.
Ps control EGR
100
NOx emission ratio (%)
Normal EGR
NOx emission decreased proportionally with the
Load 50%
80 increase of the EGR ratio. NOx reduction of 80%
was achieved at EGR ratio of 36-38 %, which made
60 sure of the potential that even EGR alone was able
to cope with Tier 3 NOx regulation. However, while
40 the penalty of fuel oil consumption was
approximately 1 % up to EGR ratio of 30%, the fuel
20 oil consumption suddenly became much worse
when EGR ratio exceeds 30%. In case of EGR ratio
0
of 0%, the combustion in two-stroke diesel engines
0 10 20 30 40 takes place in the lean atmosphere where overall
EGR ratio (%) excess air ratio () is approximately over 2.0 in
general, modern two-stroke diesel engines have the
Figure 10: Comparison between Ps Control EGR potential of high EGR ratio. However, in case EGR
and Normal EGR for NOx emission ratio ratio exceeds more than 30%, it seems that zone of
The results are shown in Table 3 and Photo 6. 120 WEF 40%
EGR 35-40%
The turbidity was measured by 90 degree Standard (Tier 2 setup) EGR 30-35%+WEF40%
scattered/transmitted light method (Hach 2100Q). 100
It was made sure of the behavior of NOx reduction In addition, taking account of marine use, a
and fuel oil consumption on HFO as well as MDO. dynamic limit function of water pouring rate
And the cylinder condition was checked by visual corresponding to various fuel properties, and a
inspection and by monitoring of iron concentration conversion function from the actual fuel rack index
in the scavenge air box drain, but any abnormality to that equivalent to usual fuels were newly
was not seen through the tests. developed and incorporated into the control unit.
The effectiveness of these functions was made
sure during the long term test in service.
ON-BOARD TEST
In-service Test for Combined EGR & WEF
In-service Test for WEF
As mentioned before, it is considered that
WEF precedes EGR in the development. WEF was combined EGR & WEF is able to cope with Tier 3
already provided for test operation at shop and sea NOx regulation and is the most competitive method
with a commercial two-stroke diesel engine, and from the viewpoint of running costs including fuel oil,
checked the exhaust gas properties and engine electric energy, chemicals etc. In addition, it is also
performance. The system has been provided for the important to take account of the fuel oil
endurance test in service since June 2011 and will consumption in Non-ECA (Emission Control Area)
be continued for another two years. because ships seem to be operated mostly in Non-
ECA.
No additive was used to emulsify water in HFO.
The water to be used for pouring is distilled water In Non-ECA, the high pressure EGR system with
formed by fresh water generator on board. scavenging air pressure control enables higher
Pmax than that of conventional Tier 2 setup
The experimental DATA is being collected by the engines at part load, which is the same
periodical visit onboard where combustion phenomenon as exhaust gas amount through the
chambers, exhaust gas system and fuel oil system turbochargers decreases in case of EGR.
are inspected. And also, DATA of main engine
performance, photographs of cylinder conditions The high pressure EGR system enables the fuel oil
and exhaust gas system are periodically sent from consumption to be improved by 3-4% at part load,
the ship by e-mail for fine follow up. compared to conventional Tier 2 setup engines
inside Non-ECA.
EGR including water treatment system and WEF Figure 16: Image of Packaged EGR system
are automatically controlled by the KDIC (Kawasaki
Diesel Integrated Controller) in response to engine
control. ECA mode" as one of engine operation
modes will be also provided in the electrical engine
control system.
Main Engine
The following are summarized as test results of
WEF, EGR and combined WEF & EGR using the
EGR System
Supply Unit
for Scrubber
full scale two-stroke diesel test engine Kawasaki -
Water
MAN B&W 2S50ME-C.
Sludge Waste Water (1) Water Emulsified Fuel (WEF) is the effective
Tank Treatment
Unit Sodium
Hydroxide
technique that can reduce NOx emission with
Water Tank an acceptable small penalty of fuel oil
Discharge to sea consumption.
Scope of supply by shipyard
Scope of supply by Kawasaki (2) In case of Exhaust Gas Recirculation (EGR)
without scavenging air pressure control,
scavenging air pressure, compression pressure,
and maximum combustion pressure are
Figure 15: System arrangement of EGR & WEF lowered with the increase of EGR ratio, and
then the fuel oil consumption becomes worse. It
ACKNOWLEDGEMENTS
To comply with severe environment regulation in
future, it seems essential to develop and push
forward new technologies under the cooperation in
a body with ship owner, ship operator, shipyard,
and engine builder.