Wrtsil Low NOx Solutions

Scope and experience SFT Oslo 14/5-2008 Hans-Petter Nesse

General Manager, WNO Technical Service

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Presentation agenda:
1. New requirements regarding emissions. Proposal from IMO for the future emission levels. 2. NOx formation in diesel engines. What is making the NOx in a marine diesel engine? 3. Wrtsils NOx reducing technologies: Primary methods:
Wrtsil Dry packages (including scope) Wrtsil Wet packages (including scope)

Secondary methods
Wrtsil SCR solutions.

4. Experience from Wrtsil Norway conversions 5. Other environmental solutions from Wrtsil

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1. New requirements regarding emissions.

IMO MEPC meeting, week 14 - 2008

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Current IMO requirements

18 16 14 12 NOx (g/kWh) 10 8 6 4 2 0
0

Revised Marpol Annex VI Outcome of IMO MEPC 57, week 14, 2008

Dry or Wet Technologies Tier I

today

Tier II Selective Catalytic Reduction/Gas

Global - 2011

Tier III
100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100

Areas - 2016

Rated engine speed (rpm)

Tier I - 130 kW - New ships 2000 Tier II - 130 kW - New ships 2011 Tier III - 600 kW - New ships 2016 in designated areas
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Tier I - 1990-2000 ships Engines >90 litre/cyl and >5000kW

2. NOx formation in diesel engines.

Short introduction

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Facts about NOx

How is NOx produced in a diesel engine? At temperatures from approx 1600 C and above, a chemical process starts between N2 and O2 in the combustion air, and the production of NOx is started. Amount of produced NOx is dependent on process temperature and length. In a diesel process the amount of NOx production is like the ratio delta temperature (temperature incease) x time (combustion length). By decreasing local combustion temperature (peak temperatures/hot spots) and the combustion length (injection time) production of NOx is reduced.

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3. Wrtsils NOx reducing technologies:

Different approaches: - Primary: Dry or Wet - Secondary: SCR

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Primary methods:
Dry package

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Dry Low NOx Technologies

NOx reduction due to:
Higher temperature of combustion air when the injection starts. This implies a considerable reduction of the ignition delay (shorter combustion period). Approximately constant pressure during the combustion process. Later start of injection and up till 30% shorter injection period. This implies optimal conditions in the combustion process with regard to thermal efficiency and a NOx production at lowest possible level. Improved combustion atomization with optimised combustion chamber and nozzle geometry, gives a better fuel and air mixture. Above changes guarantee a permanent reduction of NOx from 25 to 40 %, and a reduction of SFOC from 2 7 % (dependent on engine type and production year).

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LowNOx combustion
Cylinder pressure Standard engine vs. LowNOx engine

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LowNOx Wichmann 28

New cylinder covers (new geometry in combustion chamber) New fuel injection nozzles and nozzle holders. Opening pressure increased from 250 to 720 bar New cams for fuel oil pumps (faster cam profile), which implies 30% shorter injection length New injection pipes

Recorded reductions: NOx Fuel 30 - 40 % 2-5%

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LowNOx Wichmann AXA/AXAG

New cylinder covers (new geometry in combustion chamber) New fuel injection nozzles and nozzle holders. Opening pressure increased from 250 to 720 bar. New cams for fuel oil pumps (faster cam profile), which implies 30% shorter injection length New injection pipes New turbo charger

Recorded reductions: NOx Fuel 30 - 40 % 4-7%

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LowNOx Wichmann AX/AXG

New cylinder liners and cylinder heads. New piston crowns New fuel oil system (inclusive injection nozzle, nozzle holder, fuel oil pumps, injection pipes, camshaft arrangement from short to long camshaft) New turbo charger arrangement

Recorded reductions: NOx Fuel 30 - 40 % 7 - 10 %

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Possible conversions
Following Wrtsil engines are possible to upgrade to LowNOx: Wichmann AX/G AXA/G Wichmann 28 A, B Wrtsil 25 (Nohab) Wrtsil F20/F30 Deutzh: D616, D620 Wrtsil Vasa 32 Wrtsil SACM UD30 Wrtsil 38 Wrtsil 46 Zulzer ZAS40 Wrtsil 20 (under development) Wrtsil F30 (under development) Wrtsil 32 (under development)

EIAPP certificate can be issued for these engine types after conversion.
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Wrtsil engines from Finland - possibilities

Wrtsil 32 Designed and delivered as LowNOx engine. Engines produced later than 2000 have or can have EIAPP certificate. For older engines a check has to be done (some components are missing the IMO code). In development (as a service product): A service upgrading to reduce emissions will be released October 2008. By this modifications the Wrtsil 32 will meet the IMO TIER I (-10% to -20%)

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Wrtsil engines from Finland - possibilities

Wrtsil Vasa 32 Engines produced after 1997 are LowNOx engines. Engines produced before 1997 can be upgraded by renewing the following components. New piston crowns, modification of cylinder head New fuel injection nozzles New piston rods, new guiding pin Anti-polishing ring in cylinder liner Result: 1-2% fuel oil reduction and 25-30% NOx reduction EIAPP certificate

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Wrtsil engines from Sweden - possibilities

Wrtsil Nohab 25 Engines can be upgraded by renewing the following components: New pistons, modification of cylinder head New fuel oil nozzle (new spray angle) New fuel oil pipes with leakage alarm New piston rods, new guiding pin Anti-polishing ring in cylinder liner Result: 1-2% fuel oil reduction and 25-30% NOx reduction EIAPP certificate

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Primary methods:
Wet package

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Wet Low NOx Technologies

NOx reduction due to: Lower combustion air temperature through vaporization of the liquid water prior to and/or during combustion Increased heat capacity of the cylinder charge, which reduces the temperature increase during combustion Dilution of oxygen concentration in the cylinder charge Three Wetpac technologies have been developed/tested: developed/tested
Humidification Direct Water Injection Water-fuel-Emulsions

Wetpac H

Wetpac DWI

Wetpac E

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Wet Low NOx Technologies for 4-stroke Engines

Wetpac H (Humidification): Humidification of the combustion air by injecting (and evaporating) water after the turbocharger compressor NOx reduction potential: 40% Water-to-Fuel ratio typically: 1.3 - 2 Flexible system control of water flow rate Two field installations in operation Wetpac DWI (Direct Water Injection): Injection of water directly into the combustion chamber NOx reduction potential: 40% sometimes up to 50% Water-to-Fuel ratio typically: 0.7 Flexible system control of water flow rate and injection timing Several field installation Wetpac E (Emulsion): Water-in-Fuel emulsion NOx reduction potential typically: up to 20% Water-to-Fuel ratio typically: 0.3 Reduced smoke formation especially at low load Laboratory tested technology but no field installation (=> no long term experience)

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Wetpac H (Humidification)
Strengths
Compressor Evaporised water is partly re-condensing in the charge air cooler

Only marginal increase of SFOC Less complicated/expensive system compared to DWI Flexible system control of water flow rate and switch off/on

Weaknesses
Water injection 130-135 bar

Saturated air 4070 C

Lower NOx reduction (20-40%) compared to DWI (50%)

Unevaporised water captured in WMC and re-circulated

Injected water mist is evaporated and hot air after compressor is cooled to saturation point

Heat from cooling water is reducing re-condensing

High water consumption compared to DWI Very clean water is required in order to avoid fouling/corrosion of CAC and air duct system Major change in heat recovery possibilities - less cooling water heat available for production of clean water Turbocharger speed increase and drift towards compressor surge line due to increased rec. temp. and high water flow By-pass is required (anti-surge device) Not possible together with pulse charging systems Full NOx reduction (40%) can not normally be achieved at full engine load and low loads Increased smoke formation especially at low loads Remedy: switch off or less water at low loads Limited long term experience Unacceptable corrosion observed in the air duct system including CAC on 500h endurance test with high sulphur fuel (3%) Encouraging lab and field experiences (rather few hours) with low sulphur fuel and low NOx reduction levels (about 30%)

Standard Wetpac H unit

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Wetpac DWI (Direct Water Injection)

Strengths
NOx Reduction - Primary Measures DWI system with Tandem-nozzle
Water Fuel

Water Need le and Fuel Needle in the Same Injector

Water Pressure 200 - 400 bar Fuel Pressure 1200 - 1800 bar

Technology
H:\GHn\Env_ bookle t\section_ 7\s_7 A_13 .PPT

NOx Reduction - Primary Measures - Principle of the DWI System with Tandem Nozzle
Water tank

High NOx reduction level achievable: 50% Low water consumption compared to Humidification Water quality is less crucial compared to Humidification Air duct system can be left unaffected no risk for corrosion/ fouling of CAC, etc Flexible system control of water flow rate, timing, duration and switch off/on Less increase of turbocharger speed and less drift towards compressor surge line compared to the Humidification method due to no increase of rec. temp. and less water flow high engine load can be achieved and high (50%) NOx reduction also at full engine load No major change in heat recovery possibilities Good long term experiences with low sulphur fuels (<1.5%)

Water
Control unit High pressure Water Pump Flow fuse

Solenoid valve

Weaknesses
Fuel

Fuel needle

High fuel consumption penalty Increased smoke formation especially at low loads Remedy: switch off or less water at low load More complicated/expensive system compared to Humidification Challenges in terms of piston top and injector corrosion with high sulphur fuels (>1.5%)

Technology
H:\GHn\E nv_ bookle t\section_ 7\s_7 A_14 .PPT

Water needle

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Wetpac E (water-fuel Emulsions)

Strengths
Water droplets inside fuel droplet Fuel Oil droplet
Only marginal increase of SFOC Reduced smoke formation especially at low load Low water consumption compared to Humidification Almost similar to that of DWI, but due to low NOx reduction the water consumption is low Water quality is less crucial compared to Humidification Less increase of turbocharger speed and less drift towards compressor surge line compared to the Humidification method, due to no increase of rec. temp. and less water flow high engine load can be achieved No major change in heat recovery possibilities

Weaknesses
Low NOx reduction potential (15-20%) Rule of thumb: 1% added water reduces emissions with 1% Limited flexibility Increased smoke formation and poor engine performance due to too large nozzles in case of switching off the system Increased mechanical stress on the fuel injection system in case standard nozzles are used Limited long term experience 400h endurance test showed extreme turbine nozzle ring fouling Root cause was very bad water quality

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Secondary methods:
Selective Catalytic Reduction (SCR)

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Wrtsil Secondary method:

Wrtsil SCR system: High activity over a wide temperature range (280-510 C) High selectivity for the SCR process Extreme low SO2 SO3 conversion rate High mechanical stability and chemical resistance Low back pressure and low risk of clogging One size honeycomb for all modules
Performance NOx reduction HC reduction Soot reduction Sound Attenuation Operation Temperature Span Fuel 80 - 90% 20 - 40% 20% 20 dB (A) 300 - 500 C MGO/MDO/HFO/GAS

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Wrtsil SCR

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Wrtsil SCR

Urea consumption is about 20 l/MWh Operational cost 6 /MWh Investment cost 25-50/kW

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4. Experience from Wrtsil Norway Conversions.

Short summary

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WNO running Engine base

We have following engine volume:
Engine Type Wichmann 28 Wichmann AX Wichmann AC Wichmann DC Wichmann DM Engines in op. 124 374 171 26 1 NOx upgraded 26 39 Production year 1984 - 1998 1970 - 1985 1965 - 1973 1960 - 1970 1960 - 1970

Total 65 engines upgraded pr 01/05-08. 61 of these engines have been Service upgraded either by our Ships service in Rubbestadneset, or by WNO Fieldservice in Norway or World Wide. 4 engines delivered as LowNOx engines (in 1998). Recon-engines are delivered as LowNOx engines.

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Status conversions in Norway

Upgradings done by Wrtsil Norway: A total of 65 WNO engines (Wichmann) are converted as of 01/05-08 Wrtsil Engines: 3 x Vasa32, and 9 x W25 engines (to be completed). In WNO Service order book for 2008 (from 03/04-08 4 x Wichmann AXAG, 3 x Wichmann 28, 4 x Wrtsil Vasa 32, 4 x Wrtsil F30. )

Annual reductions obtained:

(Theoretically, based on 5,000 h/year WNO Engines 65 pcs)

NOx CO2 Fuel

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3 000 tons 18 360 tons 5 780 tons

5. Other environmental solutions from Wrtsil.

Short introduction

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Environmental solutions

MS FinnClipper RoRo Passenger, Finnlines

MV Suula Product Carrier, Neste Oil

Birka Princess Cruise Ferry, Birka Cruises

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Gas Engine Alternative Dual-Fuel Engine Characteristics

High efficiency Low gas pressure Low emissions, due to:
High efficiency Clean fuel Lean burn combustion

Fuel flexibility
Gas mode Diesel mode

Two engine models

Wrtsil 32DF Wrtsil 50DF

Wrtsil 6L50DF

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WRTSIL CARES ABOUT CLEAN SKYS

We are your partner in reducing emissions

www.wartsila.com

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Thank you for your attention!

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