On 01 January of 2016 the next level of the NOX-regulation of the International Maritime Organization (IMO) goes into effect. This challenges the engine manufacturers to apply technologies that are able to reduce the NOX-level by the demanded 75 %. The four strategies of using SCR, a gas engine, a dual-fuel engine or an EGR setup are investigated by the industry. However IMO Tier III emission limits are only in force in emission control areas (ECA), like the North American coastal areas. In ECAs also low sulphur fuel or exhaust gas scrubbers must be used to comply with the SOX-limitation displayed in a figure. Therefore an engine design is needed to switch between the two different operation modes delivering high efficiencies in either mode. Whereas the first three strategies do have a disadvantage due to high installation space, e. g. the gas tank or uncertain availability of urea, challenges for the EGR concept lie in fouling, safety and switching between the operation modes. Although low sulphur fuel is used in ECAs the amount of sulphur is still relatively high compared with passenger car diesel fuel. Thus for the use of EGR in marine diesel engines a high pressure EGR system is used in order not to contaminate the main charging system and coolers with exhaust gas and secure safe operation. The EGR pump, which is needed due to positive scavenging pressure differences, is realized by a turbocharger. Switching between ECA- and non-ECA-mode is relatively simple for engines with SCR, Dual Fuel engines and gas engines, while the described high pressure EGR concept makes high demands on the charging system to secure high engine efficiencies and safe operation in both modes.
Computational analysis and comparison of switching strategies between IMO Tier II and Tier III operation modes for a medium-speed diesel engine EGR concept
2012
20 Seiten, 17 Bilder, 2 Tabellen, 8 Quellen
Conference paper
Storage medium
English
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