Proceedings of the International Symposium on Marine Engineering (ISME) October 17-21, 2011, Kobe, Japan Summary or Paper-ISME586

Tier III EGR FOR LARGE 2-STROKE MAN B&W DIESEL ENGINES
Johan Kaltoft MAN Diesel & Turbo, Teglholmsgade 41, 2450 Copenhagen SV, Denmark

Abstract The IMO Tier III NOx regulations that will come into force in 2016 means that NOx emissions from large two-stroke diesel engines must not exceed a cycle value of 3.4 g/kWh, and NOx emission must not exceed 5.1 g/kWh at individual load points of the load cycle. To comply with the Tier III requirements, MAN Diesel & Turbo (MDT) is involved in targeting development of Exhaust Gas Recirculation (EGR). This paper describes the EGR principle, the investigation of EGR on two-stroke diesel engines as well as service test experience and test results. Test on MAN Diesel & Turbos two-stroke diesel engine in Copenhagen has proved that EGR is a compliant IMO Tier III NOx technology and service tests are currently ongoing in order to investigate long term influence on engine components and the EGR system. Keywords: IMO Tier III, Exhaust Gas Recirculation (EGR), MAN B&W engines.

1. INTRODUCTION The worlds marine engine manufacturers have since the ratification of the IMO Tier III criteria for NOx emission in Emission Controlled Areas (ECAs) from large marine diesel engines, been challenged to develop new measures in order to reduce NOx. The extend of the necessary measures for NOx reduction up to 80% for meeting the IMO NOx criteria from January the 1st 2016, is beyond well known adjustments of the combustion process in two-stroke diesel engines. NOx reduction in his magnitude on two-stroke diesel engines, requires add-on technologies like Exhaust Gas Recirculation (EGR) or Selective Catalytic Reduction (SCR) as described in the ISME paper number 587 (2011). Back in 2004, MAN Diesel & Turbo started the first test program with EGR on the large 4T50ME-X two-stroke diesel test engine in Copenhagen, in order to verify the effect of EGR. The effect of EGR on smaller four-stroke diesel engines used in the automotive sector has been known since the 1970ies as a very efficient means to reduce NOx in combustion engines. The HFO burned in large marine engines is a challenge when using EGR, due to the presence of high sulphur content and high content of solids thus a wet scrubber was introduced in the EGR system. In parallel with the EGR investigation on the 4T50MEX test engine, MAN Diesel & Turbo planned to make a service test on a ship in order to investigate long term effects on the engine components. In March 2010, a retrofit EGR system was installed on a 10MW 7S50MC Mk-6 engine onboard A.P. Moeller Maersk 1100 TEU container vessel Alexander Maersk. The recent EGR investigation and service test is a part of the large European development project named HERCULES-B with focus on high engine efficiency and low emissions.

This paper describes the investigation and testing which MAN Diesel and Turbo have completed with EGR on large two-stroke diesel engines. 2. EXHAUST GAS RECIRCULATION The principle of EGR is based on exchange of the incylinder oxygen (O2) with carbon dioxide (CO2) from the exhaust gas which is re-circulated into the scavenge air. The exchange of O2 with CO2 leads to a decrease of combustion speed, resulting in lower peak temperatures during combustion. Besides the exchange of O2 with CO2 results in a higher in-cylinder heat capacity of the gas, which also lowers the combustion temperature. Lower combustion temperatures and especially lower peak temperatures result in lower formation of thermal NOx during the combustion process. There are different ways to utilise EGR on a two-stroke diesel engine: A) Internal EGR (primary methods) - Poor scavenging of the combustion chamber. - Internal trapping of combustion gas in the combustion chamber. B) External EGR (secondary methods) - Low pressure EGR on the exhaust side of the turbocharger, downstream the turbine. - High pressure EGR on the engine side of the turbocharger, upstream the turbine. 3. THE EGR SYSTEM FOR A MAN B&W ENGINE The reasons why the high pressure EGR in MAN Diesel & Turbos large two-stroke diesel engines is chosen as the preferred EGR solution are: The system is compact compared to the low pressure EGR system and is an on engine system.

Copyright: 2011 ISME

The turbo compressor is not exposed to additional sulphur, particles and water droplets than conventional engines. Only the rugged engine components from the scavenge air receiver to the exhaust gas funnel is affected. The components from air intake to the scavenge air receiver, i.e. the main engine cooler, is not exposed to additional sulphur, particles and water droplets than in conventional engines.

100C over the load range. Drainers for separation of the scrubber water and the EGR gas before collecting the scrubber water in a buffer tank. The drainers ensure that only scrubber water is discharged from the scrubber to the buffer tank without leakage of EGR gas. EGR cooler for cooling of the EGR gas and conversion of the enthalpy in the EGR gas to the cooling water. The water evaporated in the pre scrubber is condensed in the EGR cooler. The EGR cooler cools the scrubbed gas down to approx. scavenge air temperature between 35-40C. Shut Down valve (S/D valve) for switching on and off the EGR system. The valve is gas tight and ensures no flow of scavenge air into the exhaust system, while the EGR system is not operated. The valve is on/off controlled. Change over valve (C/O Valve) for control of the EGR gas amount in cooperation with the EGR blower speed. The valve is operated as a throttle valve with variable positioning.

Figure 1: Basic EGR system layout diagram The MAN Diesel & Turbo EGR system basically consists of three flow loops: EGR gas loop. Scrubber water loop. Water cleaning loop.

Oxygen sensor for measurement of the oxygen content in the scavenge air receiver. The EGR gas amount is controlled by the oxygen content in the scavenge air receiver, which varies from 16-21 % v/v. Water Treatment System (WTS) for handling of the scrubber water in the system. The system controls the water supply to the scrubber (quality and amount) dependant on engine load. The quality (pH, turbidity and poly aromatic hydrocarbons) of the scrubber water, for discharge to the sea, is also controlled by the WTS. The quality of the discharge water to the sea is hereby ensured to be within the IMO criterias for scrubber water discharge criterias. Alfa Laval and MAN Diesel & Turbo are via continuous cooperation developing a WTS solution on a unit base, for installation in an adjacent room close to the engine. Buffer tank is a part of the WTS. NaOH tank for bunkering and storage of the NaOH. The size of the NaOH tank is depending on the engine size, sailing patterns, bunkering facilities and NaOH concentration. A guiding size for a container vessel is approx. 2.0 m3/MW (installed engine power). Sludge tank for collection of sludge from the WTS system. The Sludge tank size is depending on engine size, sailing patterns and disposal facilities. A guiding size for a container vessel is approx. 1.5 m3/MW (installed engine power). EGR control system for starting and stopping the EGR system and for controlling of the amount of EGR gas reintroduced to the scavenge air receiver, depended on engine load and engine mode. The safety of the EGR system is covered by the EGR control system via appropriate alarms and an EGR shut down sequence if necessary. Input is O2 concentration in the scavenge air and controlled components are the S/D valve, C/O valve, EGR

As seen from Figure 1, the EGR system comprises the following main components: EGR blower for creating a flow from the exhaust receiver to the scavenge air receiver of up to around 40% of the total exhaust gas amount. The pressure difference between the receivers is around 0.3 bar at 100% engine load and the EGR blower has to overcome this pressure difference as well as the pressure loss through the scrubber, cooler, pipes etc., which is approx. 0,2-0,3 bar. The EGR blower speed is controlled by a frequency converter control of the blower motor. Pre scrubber for removal of SO2 and for energy conversion by humidification, in order to precondition the exhaust gas before the gas enters the EGR scrubber. The exhaust gas is washed with re-circulated fresh water with addition of sodium hydroxide (NaOH). NaOH neutralizes the sulphuric acid that is formed in the scrubber water. Around 95% of the scrubber is continuously re-circulated. The temperature of the exhaust gas entering the Pre scrubber can vary from 200-500C over the engine load range. Scrubber for removal of particles and residual SO2 in the exhaust gas before it is introduced into the scavenge air receiver and further into the combustion chamber. The gas is washed with re-circulated scrubber water supplied from the same pipe that feeds the Pre scrubber. The temperature of the EGR gas entering the EGR Scrubber varies from 50-

Blower and the WTS system. The design of the EGR system is currently being matured and the target for MAN Diesel and Turbo is to integrate the engine related EGR components on the engine to an extent that is viable in order to keep the engine installation as simple as possible and with a minimum need for additional space around the engine. The system components described above is the current system design for engines with only one turbo charger. For engines with more than one turbo charger, other system layouts will be relevant utilizing turbocharger cut valves for compensating the reduced exhaust gas during EGR operation, see Figure 2 below.

4.2 Test results from EGR test on 4T50ME-X engine The study of engine parameter variations during EGR operation revealed the following effects on SFOC and emissions as also seen from Table 1: Increased Pcomp/Pscav ratio has a positive impact on the SFOC penalty. Increased Phyd has a positive impact on the SFOC penalty. Increased Pscav has a positive impact on the SFOC penalty. Increased Tscav has a negative impact on the SFOC penalty. Increased Phyd has a positive impact on CO and hereby also visible smoke.

Table 1: Test results from engine parameter variations at 75% engine load (auxiliary power for EGR blower, separator and pumps is not included in dSFOC).
NOx (g/kWh) No EGR Max. EGR EGR ref. Incr. Pcomp/ Pscav Incr. Phyd Incr. Pscav Incr. Tscav Tier III setup dSFOC (g/kWh) CO (g/kWh) Pmax (bara) EGR rate (%) O2 (vol. %)

17.8 2.3 3.7 4.0 4.2 3.6 3.9 3.4

0 +4.9 +3.0 +2.5 +2.8 +1.9 +3.6 +0.6

0.65 4.17 2.57 2.18 1.83 2.12 2.82 1.34

152 151 151 156 151 156 156 157

0 39 36 36 37 37 34 41

16.0 16.8 16.8 16.6 16.6 16.8 16.2

Figure 2: Design of 6S80ME-C9 engine with EGR and two turbochargers. 4. INVESTIGATION OF EGR ON 4T50ME-X TEST ENGINE 4.1 Objective of the EGR test programme During 2009 and 2010 EGR was thoroughly investigated on MAN Diesel & Turbos 7MW 4T50ME-X test engine in Copenhagen. The objective of the test programme was to examine how IMO Tier III NOx compliance could be achieved by using high pressure EGR on a large two-stroke diesel engine. The investigation covered influence of variations on different engine parameters; maximum pressure (Pmax), compression pressure (Pcomp), scavenge air pressure (Pscav), scavenge air temperature (Tscav), hydraulic injection pressure (Phyd) etc. The effect on NOx, Specific Fuel Oil Consumption (SFOC), Particulate Mass (PM), carbon monoxide (CO) and hydro-carbons (HC) were studied. Moreover, both IMO Tier III (ECA) operation and Tier II (Non ECA) operation and the switch between the two modes were tested as well as different control strategies. Also the EGR scrubber was tested during the test programme in order to verify the performance with regard to particle trapping and SO2 removal.

The reduced energy to the turbine side of the turbo charger, up to around 40%, when operating the EGR system, results in reduced scavenge air pressure and hereby negative effects on the SFOC. This highlights the need for compensating means. Both variable turbine geometry and cylinder bypass has been tested and seems to be able to compensate the decrease in scavenge air pressure. Figure 3 shows the two very different operating areas for the compressor running with and without EGR, corresponding to utilisation of a turbocharger cut out solution.

Figure 3: Turbocharger compressor maps running the engine with and without EGR. As seen from Figure 4, the heat release is only slightly affected by EGR. Increased hydraulic injection pressure can compensate for reduced heat release in the early part of the

combustion. -

burning HFO with high content of sulphur and solids. Reduce NOx with 50% during the test. Investigate impact on the EGR components. Hand over operation of the EGR system to the ship crew in order to get feedback on operation of the system, in order to adjust the system for easy, reliable and safe operation.

Figure 4: Heat release running with and without EGR. The scrubber performance was also measured during the EGR test programme and showed a particle trapping efficiency of around 70% according to ISO 8178 standard for PM measurements. The SO2 removal efficiency could more or less be controlled by the amount of added NaOH in the scrubber water. The investigation on the 4T50ME-X test engine has showed that IMO Tier III NOx compliance is achievable by use of High Pressure EGR solely. A cycle value below 3.4g/kWh of NOx was obtained and also the Not To Exceed (NTE) level of 5.1 g/kWh of NOx at each engine load point 25, 50, 75 and 100% were proved during the test, see Figure 5 below.
24.0 22.0 20.0

5.2 Preparation for EGR service test During the summer 2008, A. P. Moeller Maersk and MAN Diesel and Turbo agreed on testing a High Pressure EGR system on one of A. P. Moeller Maersks smaller container vessels. The vessel pointed out was Alexander Maersk a 1092 TEU container feeder operating in the Mediterranean. Alexander Maersk is installed with a 10,126 kW, 127 rpm 7S50MC Mk 6 engine produced by Hitachi Zosen Cooperation. A retrofit EGR system was designed by MAN Diesel and Turbo from August 2008 to March 2009. Components were manufactured and the main EGR components were installed in August 2009 at Lisnave shipyard in Lissabon in Portugal.

100% load 75% load 50% load 25% load

Specific NOx (g/kWh)

18.0
16.0

14.0 12.0 10.0 8.0 6.0

4.0

Figure 6: Arrangement of the EGR system on Alexander Maersk.

NTE NOx

2.0 0.0
15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0

IMO Tier 3 cycle value

20.5

21.0

21.5

22.0

Oxygen conc. in Scav.Rec (wet, vol %)

Figure 5: NOx emission at different engine loads as a function of oxygen content in the scavenging air. 5. EGR service test 5.1 Objectives of the EGR service test The main objective of the service test, which still is ongoing, is mainly to investigate the long term impact on the engine during EGR operation. The more detailed objectives is outlined below: Investigate impact of EGR operation on engine components: cylinder liner, piston, piston rings, piston rod, cylinder cover, exhaust valve etc, when

It was necessary to exchange the two existing turbo chargers on the 7S50MC engine with one new larger turbocharger with variable turbine geometry in order to compensate for the reduced exhaust gas amount in EGR running mode. An ABB A175L VTG turbocharger was chosen for this purpose. The EGR scrubber, EGR blower and the EGR cooler is integrated in one unit mounted on the fore end of the engine as seen from Figure 6 and 7. On Alexander Maersk, the EGR gas is introduced before the main engine coolers in order to ensure good mixing of the EGR gas and the compressed air from the turbo compressor. Besides, it was of interest to investigate how the main engine coolers were affected by the sulphur and particles in the EGR gas.

5.3 EGR service test results Currently the EGR system onboard Alexander Maersk has been in operation close to 500 hours with the engine running on HFO with 3% sulphur. The EGR system is currently operated by the ship crew. The EGR system is a push bottom system controlled from the engine control room, except for the separator in the WTS system, which has to be started up on-site by the crew.

Figure 7: EGR unit on board Alexander Maersk Below in Table 2, the capacities and material of some selected specified EGR components for Alexander Maersk are listed: Table 2: List of capacities and materials for selected components specified for Alexander Maersk. Component Capacity Material s EGR Blower Flow: 4.5 kg/s Wheel: Corten steel. dp: 0.6 bar Housing: coated mild Power: 240 steel. kW EGR Gas flow: Stainless steel 316L. Scrubber 4.5 kg/s EGR Cooler Heat transfer: Copper tubes and nano 2300 kW coated copper fins. Housing: coated mild steel. NaOH tank 4 m3 Stainless steel 316L NaOH pump Flow: 60 l/min Teflon, 316L Sludge tank Approx. 20 m3 Coated mild steel WTS 30 m3/h Rotating parts is stainless separator steel and housing is coated mild steel. In order to ensure an efficient WTS solution for the EGR system, different separators from Alfa Laval have been tested at the 4T50ME-X test engine. Figure 9: Measurements of NOx reduction on board Alexander Maersk during a performance test. The thermo dynamical performance of the EGR components was successfully tested and the EGR components fulfilled the expected performance. Commissioning of the EGR system in automatic mode was also successfully completed. Until now, the combustion chamber components and the exhaust gas path are not negatively affected by EGR operation. Figure 10 shows the piston rings before and after approx. 300 running hours in EGR operation.

Figure 10: Piston rings before and after approx. 300 running hours in EGR operation on HFO. The service test, which still is ongoing, has been quite challenging due to HFO operation with high sulphur and solids content. The challenges have mainly been related to the following issues:

Figure 8: Left - Alfa Laval testing a separator at 4T50ME-X test engine. Right scrubber water samples before and after test of discharge scrubber water.

Corrosion of non stainless components, e.g. due to insufficient coatings. Heavy corrosion has been experienced on the EGR cooler housing, EGR cooler element, EGR blower wheel, drainers, EGR pipe and separator in the WTS system.

Difficulties with controlling the dosing of the correct amount of NaOH. Water carry over from the scrubber system, resulting in heavy deposits in the EGR system.

components. The EGR system is operated in fully automated mode by the ship crew. The challenges have so far been related to corrosion of EGR components, deposits in the EGR system and deposits on the main engine coolers. Furthermore, water carry over from the EGR scrubber system, NaOH dosing and scrubber water quality control are equally important parameters to control. Regarding compliance on the scrubber water discharge, the development in separator designs for this purpose, have successfully shown that the discharge criterias can be met. At current state, the overall conclusion is that High Pressure EGR on large two-stroke marine diesel engines burning HFO is a very promising measure for IMO Tier III NOx compliance, although there still is a need for further investigation and testing of the technology. NOMENCLATURE EGR : Exhaust Gas Recirculation ECA : Emission Controlled Area SCR : Selective Catalytic Reduction IMO : International Maritime Organisation HFO : Heavy Fuel Oil NTE : Not To Exceed SFOC : Specific fuel oil consumption [g/kWh] TEU : Twenty-foot equivalent units WTS : Water Treatment System S/D : Shut Down C/O : Change Over WMC : Water Mist Catcher Pscav : Scavenge air pressure [bara] Pmax : Maximum pressure [bara] Pcomp : Compression pressure [bara] Phyd : Hydraulic Injection Pressure [bara] Tscav : Scavenge Air Temperature [C] PM : Particulate Mass ISO : International Organization for Standardization NOx : Nitrogen Oxides CO : Carbon Monoxide CO2 : Carbon Dioxide SO2 : Sulphur Dioxide HC : Hydro Carbon DISCLAIMER All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

Figure 10: Left deposits of sodium sulphate, iron sulphate and soot on main engine cooler top, caused by water carry over from the scrubber system. Right almost no deposits when water carry over from EGR scrubber system is avoided. In order to deal with corrosion challenges, the following components have been exchanged with stainless steel: EGR blower wheel, drainers and some valves in the WTS system. The EGR cooler element will be exchanged with a stainless steel element. In addition, a comprehensive repair of the EGR cooler housing and the EGR pipe from the blower to the connection on the charge air pipe have been completed due to insufficient coatings. The service test has gained a lot of important learning and information on what the challenges are when running EGR on a HFO burning two-stroke marine diesel engine. Corrosion of EGR components and deposits in the EGR system is important to target. Until this state of the service test the engine components is not affected by high pressure EGR operation. 8. CONCLUSIONS The comprehensive investigation in High Pressure EGR on large two-stroke marine diesel engines carried out at MAN Diesel & Turbos test centre in Copenhagen have proven that the IMO Tier III NOx emission limits coming in to force by January 1st 2016 are possible to meet with EGR. A cycle value below 3.4g/kWh of NOx was obtained and also the NTE level of 5.1 g/kWh of NOx at each engine load point 25, 50, 75 and 100%, were proved during tests. The tests have also revealed which parameters to adjust in order to obtain the optimal trade off between SFOC, NOx CO and HC. The EGR service test on Alexander Maersk has until now, and will be in the future, an important test platform for knowledge on how the engine and the EGR components are affected by EGR and for identifying by which means reliable and safe operation can be ensured. The test has after approx. 500 running hours with EGR on HFO with 3% sulphur showed no negative impact on vital engine