Escolar Documentos
Profissional Documentos
Cultura Documentos
Rudolf Wettstein
Application Development
Winterthur Gas & Diesel
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SECA
Effective date
reviewed in 2014
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LP SCR:
post-turbocharger
HP EGR
Scavenge air receiver
Mixing
Blower
WMC
WMC
Scrubber
TC2
40%
Picture
Doosan
Solution introduced
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Solution approved
Water mist
catcher
Cooler
(copper)
2 Coolers
(s.steel)
Exhaust receiver
Under development
TC1
60%
SCR experience
Wrtsil > 550 units ordered / installed
(marine & power plants, 4s, 2s)
SCR allows lower investment and
maintenance costs
SCR has no impact on in cylinder
performance (piston running parts and
combustion) dry system
EGR experience
Technology tested on laboratory and proved
ability to meet IMO Tier lll limits
Combustion is changed impacting engine
combustion process wet system
Sophisticated and cost intensive cleaning
device (on engine and in vessel) to keep
reliable operation and long lifetime of
components
bsNOx
HPEGR, RTX-3
LPEGR, RTX-4
10 %
10 %
EGR rate
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2. It passes porous,
catalytic elements
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Expansion joints
3 x Bypass valves
SCR reactor
Mixing pipe
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Flow chart
SCR
SCR Bypass
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40% / 60%
Urea quality
Storage temperature
5 35 C
Freezing point
0 C
Storage stability
6 months max 40 C
Density
1084 kg/m3 at 30 C
Corrosive character
Urea consumption
Urea suppliers
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Engine Designer
Winterthur Gas & Diesel
Engine design adaptation
SCR system layout guidelines
& performance requirements
Turbocharging control system
for SCR valves
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SCR supplier
Design & manufacture key
SCR elements (reactor,
catalyst, urea injection,
soot blowing, control, etc.)
Provide detailed interface
specification
Shipyard
Arrange SCR system in
vessel
Design & manufacture
connecting piping &
supporting structures
Assemble system
Scheme B
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HP-SCR references
7RTA52U
3 x RoRo (Wagenborg), since 1999
5RT-flex58T-D: 10 MW/105 rpm
1 x 22.1 ktdw MPP (China Navigation)
6X72: ~17 MW / 78 rpm
2 x Suezmax Shuttle Tanker
2 x Suezmax Tanker
RTX-5
1 x 6RT-flex50-D research engine (Wrtsil, Trieste)
Total: 4/8 engines delivered/on order
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EGR technology development started some 10 years ago. Still several technical
challenges to be solved. Ready for market introduction in 2017/8
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Emission picture
Emission
values [%]
-25%
100
90
80
70
60
50
>85%
40
CO2
30
NOx
-99%
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SOx
Particulates
-98%
Dual-Fuel engine
in gas mode
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10
Diesel
engine
Low-pressure DF concept
The Principle:
Pre-mixed Lean burn
technology (Otto process)
Scavenging
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Compression/ gas
admission
Ignition
expansion
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W-RT-flex50DF:
4 x 15k dwt Chemical tankers (Terntank, SWE)
6 x 1400 TEU vessel (GNS shipping, GER)
1 x 14k m3 coastal LNGC (Huaxiang, CHN)
2 x 15k dwt Asphalt Carriers (Transport Desgagnes, CAN)
W-X62DF:
2 x 180k m3 LNGC/twin screw (SK/Marubeni KOR/JPN)
W-X72DF:
4 x 174k m3 LNGC/twin screw (Gaslog/BG Group GRE/UK)
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IMO MARPOL Annex 6, Regulation 13, Tier lll for dual-fuel engines
Summary - outcome MEPC 68, London, May 11-15, 2015
1) The DF engine can be certified at the same time to both Tier II standard (operations in liquid
fuel only) and Tier III standard (operations in gas fuel + pilot fuel)
2) Tier III operation mode is to be certified by means of a Parent Engine test and PE is to be
tested with maximum liquid-to-gas fuel ratio
3) Engine will be provided with one single Technical File and EIAPP Certificate, covering both
modes of operation
4) Engine components and settings influencing NOx are to be declared in the Technical File for
both modes of operation
5) As part of the onboard NOx verification procedure, replacements and adjustments of
declared components and settings are to be recorded in the Record Book of Engine
Parameters
6) The following data are to be recorded when the vessel is entering/exiting an NECA area:
- on/off status of the engine, NOx tier
- date, time and ships position at ECA entry/exit
7) The Technical File must include a written procedure describing how the Tier change-over is
to be done
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IMO MARPOL Annex 6, Regulation 13, Tier lll for dual-fuel engines
Summary - outcome MEPC 68, London, May 11-15, 2015
8) A particular issue for DF engines in case of gas free vessel is the operation in Tier ll liquid
mode. Exemption/authorization from coastal/port State are required to operate under such
conditions within a NECA (examples: to/from drydock or repair location, newbuild maiden
voyage, ) provided the fuel is SOx ECA compliant.
9) Operations which require the DF engine to automatically switch from gas mode to diesel
mode for engine/vessel protection strategies, can be declared as Auxiliary Control Devices
(ACD).
Auxiliary control devices are defined in regulation 2.4 as system, function or control strategy
installed on a marine diesel engine that is used to protect the engine and/or its ancillary
equipment against operating conditions that could result in damage or failure, or that is
used to facilitate the starting/stopping, low load operation, manoeuvring and reversing of
the engine. An auxiliary control device may also be a strategy or measure that has been
satisfactorily demonstrated not to be a defeat device.
ACD for DF engines are to be identified, disclosed and declared in the Technical File.
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IMO MARPOL Annex 6, Regulation 13, Tier lll for dual-fuel engines
NOx Technical Code 2008 was adapted by MEPC 66 for dual-fuel engines
Where an engine is intended to be operated normally in the gas mode, i.e.
with the main fuel gas and only a small amount of liquid pilot fuel, the requirements
of regulation 13 (Tier lll) have to be met only for this operation mode.
Operation on pure liquid fuel (Tier ll) resulting from restricted gas supply in cases of
failures shall be exempted for the voyage to the next appropriate port for the repair
of the failure.
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