Developments on Engine Technologies to reduce the Emissions

1. Tokyo Tripartite Meeting Developments on Engine Technologies to reduce the Emissions 2010.10.14 Kazutaka Shimada (Mitsui Engineering & Shipbuilding Co., Ltd) Large size engine’s Technical Committee JSMEA (Japan Marine Equipment Association) 1

2. Contents Introduction - revised MARPOL Annex VI Measures to comply with NOx regulation- IMO NOx Tier II- IMO NOx Tier III Measures to reduce GHG Emission - WHR (Waste Heat Recovery)- Scavenging Air Control Technologies

3. Contents Introduction - revised MARPOL Annex VI Measures to comply with NOx regulation- IMO NOx Tier II- IMO NOx Tier III Measures to reduce GHG Emission - WHR (Waste Heat Recovery)- Scavenging Air Control Technologies

4. Revised MARPOL 73/78 ANNEX VI NOxRegulation SOx + PM Regulation (Sulfur Control Only) GlobalECACurrent 4.50% 1.50%2010.07.01 ↓ 1.00% 20123.50% ↓2015 ↓ 0.10%2020 0.50% ↓ Tier ITier IITier III 2000～ 2011～ 2016～ n<130 17.0 14.4 3.4 130<=n<2000 45*n-0.2 44*n-0.23 9*n-0.2 n>=2000 9.8 7.7 2.0 n : Engine speed min-1 Review of Fuel Availability in 2018 -15％ Tier II -21％ -80％ Tier III Local Area(ECA) 1st-July

5. Contents Introduction - revised MARPOL Annex VI Measures to comply with NOx regulation- IMO NOx Tier II- IMO NOx Tier III Measures to reduce GHG Emission - WHR (Waste Heat Recovery)- Scavenging Air Control Technologies

6. 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

7. 2 Stroke Miller Cylce Ref. CIMAC Paper No. 205, Prof. Takasaki

8. Injection Profile to optimize the emissions The fuel injection rate control can improve SFOC-NOx trade-off. -3g/kWh at 100% on Tier II compliant ME Engine

9. 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

10. NOx Tier III ～ EGR ～ Turbocharger Scrubber EGR Blower Air cooler + WMC EGR Cooler + Water Mist Catcher (WMC) Scrubber Cooler,WMC EGR Blower Air cooler + WMC

11. NOx Tier III ～ SCR ～ Common Challenge: Low Temperature S content in Fuel Urea Quality Before T/C After T/C • Response of T/C • New Catalyst • Recovery of catalyst (after burner) Deterioration of Catalyst

12. 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 meetthe required emission value at the pre-certification test,the effectiveness of the NOx reducing device isverified 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.

13. 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 Verification of NOx Reduction Ratio NOx Reduction Ratio at the Reference Condition On-Board Test Bed

14. 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

15. NOx Tier III ～ two stage turbocharging ～ Ref. MAN Diesel & Turbo HP Ref. CIMAC Paper No. 293

16. NOx Tier III Time Frame Only 1.5 year is remained until Tier III Technical Review ! NOx Tier II Start New Technology Development takes time NOx Tier III Technical Review Design Shop Test Service Test SOx ECA =0.1% NOx Tier III Start Commercial Release Fuel Availability Review

17. Contents Introduction - revised MARPOL Annex VI Measures to comply with NOx regulation- IMO NOx Tier II- IMO NOx Tier III Measures to reduce GHG Emission - WHR (Waste Heat Recovery)- Scavenging Air Control Technologies

18. WHR （Waste Heat Recovery） Heat utilization Power utilization Whole Technologies using the surplus energy of the Exhaust Gas. Waste HeatRecovery

19. Generator WHR~ TES （Thermo Efficiency System） ~ Boiler Power Turbine（PT）＋Steam Turbine（ST）＋Generator＋Shaft Generator / Motor Grid PT ST app. ９％ Shaft Generator&Motor Control Box

20. WHR ~ TGU & Hybrid T/C ~ ～ ～ DE DG ～ TC TCG TC TCG ～ TGU(Turbo Generator Unit) TC＋High Speed Generator ((Relatively Smaler Space Requirement) Boiler 船内需要 ST STG 同期 HybridTurbocharger Main ～ SM ～ Engine

21. 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

22. 160 ① Increase Scavenging Pressure : Ps Pmax ② Increase Compression Pressure : Pcomp 140 Pcomp Scavenging Air Control ③ Increase Cylinder Maximum Pressure : Pmax 120 Pmax/Pcomp(barg) 100 ④ Improve Engine Efficiency in the part load 80 Pscav 4 3 60 Ps(bara) 2 40 1 20 0 50% 60% 70% 80% 90% 100%

23. VT （Variable Turbine） VTA Open VTA Close アクチュエータユニット 可変ノズル ガス入口ケーシング Features of Variable Turbine Area Reduce CO2 (SFOC) Emission in the part load Improve NOx – CO2 trade-off Improve engine reliability due to the increase of air amount in the part load Decrease heat load in tropical condition Retro-Fit possibility

24. One turbo charger cut Exhaust gas receiver Exhaust gas receiver Exhaust gas receiver Cooler Cooler Cooler Cooler Cooler Cooler Scavenging air receiver Scavenging air receiver Scavenging air receiver No of TC/Eng max. LoadContinuous Operation 1 15% × 2 50% 35% 3 67% 66% 4 75% 68% × Emergency Use Only

25. Sequential TC T : TURBINE : BLOWER B 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 Open V1 V1 Large T/C Large T/C Small T/C Small T/C T T B B B B T T TO FUNNEL TO FUNNEL Open Closed Open Closed TO OUTSIDE V3 V2 V3 V2 TO OUTSIDE Scav. Air Manifold Scav. Air Manifold Low Load Only Large T/C（Stop Small T/C） High Load Large T/C & Small T/C

26. EGB （Exhaust Gas By-pass） EGB

27. Summary of Today’s 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.

28. Thank you for your attention 終