DK181545B1 - A large two-stroke uniflow scavenged turbocharged internal combustion engine configured for reducing ammonia slip and a method for reducing ammonia slip of such an engine - Google Patents
A large two-stroke uniflow scavenged turbocharged internal combustion engine configured for reducing ammonia slip and a method for reducing ammonia slip of such an engine Download PDFInfo
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- DK181545B1 DK181545B1 DKPA202270475A DKPA202270475A DK181545B1 DK 181545 B1 DK181545 B1 DK 181545B1 DK PA202270475 A DKPA202270475 A DK PA202270475A DK PA202270475 A DKPA202270475 A DK PA202270475A DK 181545 B1 DK181545 B1 DK 181545B1
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- nox
- ammonia
- stream
- exhaust gas
- gas
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- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 title claims abstract description 374
- 229910021529 ammonia Inorganic materials 0.000 title claims abstract description 131
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 51
- 238000000034 method Methods 0.000 title claims abstract description 29
- 239000000446 fuel Substances 0.000 claims abstract description 72
- 229910000069 nitrogen hydride Inorganic materials 0.000 claims abstract description 55
- 239000003054 catalyst Substances 0.000 claims description 75
- 238000011144 upstream manufacturing Methods 0.000 claims description 21
- 230000003647 oxidation Effects 0.000 claims description 17
- 238000007254 oxidation reaction Methods 0.000 claims description 17
- 230000002000 scavenging effect Effects 0.000 claims description 15
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims description 4
- PXXKQOPKNFECSZ-UHFFFAOYSA-N platinum rhodium Chemical compound [Rh].[Pt] PXXKQOPKNFECSZ-UHFFFAOYSA-N 0.000 claims description 3
- 229910021536 Zeolite Inorganic materials 0.000 claims description 2
- 230000003197 catalytic effect Effects 0.000 claims description 2
- HNPSIPDUKPIQMN-UHFFFAOYSA-N dioxosilane;oxo(oxoalumanyloxy)alumane Chemical compound O=[Si]=O.O=[Al]O[Al]=O HNPSIPDUKPIQMN-UHFFFAOYSA-N 0.000 claims description 2
- 229910052742 iron Inorganic materials 0.000 claims description 2
- 238000007086 side reaction Methods 0.000 claims description 2
- 239000010457 zeolite Substances 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 137
- GQPLMRYTRLFLPF-UHFFFAOYSA-N Nitrous Oxide Chemical compound [O-][N+]#N GQPLMRYTRLFLPF-UHFFFAOYSA-N 0.000 description 11
- 150000002430 hydrocarbons Chemical class 0.000 description 10
- 229930195733 hydrocarbon Natural products 0.000 description 9
- 239000004215 Carbon black (E152) Substances 0.000 description 8
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 8
- 229910002092 carbon dioxide Inorganic materials 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 6
- 239000007791 liquid phase Substances 0.000 description 6
- LCGLNKUTAGEVQW-UHFFFAOYSA-N Dimethyl ether Chemical compound COC LCGLNKUTAGEVQW-UHFFFAOYSA-N 0.000 description 4
- UHZZMRAGKVHANO-UHFFFAOYSA-M chlormequat chloride Chemical compound [Cl-].C[N+](C)(C)CCCl UHZZMRAGKVHANO-UHFFFAOYSA-M 0.000 description 4
- 239000012530 fluid Substances 0.000 description 4
- 239000000295 fuel oil Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 239000002803 fossil fuel Substances 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- VHUUQVKOLVNVRT-UHFFFAOYSA-N Ammonium hydroxide Chemical compound [NH4+].[OH-] VHUUQVKOLVNVRT-UHFFFAOYSA-N 0.000 description 2
- GRYLNZFGIOXLOG-UHFFFAOYSA-N Nitric acid Chemical compound O[N+]([O-])=O GRYLNZFGIOXLOG-UHFFFAOYSA-N 0.000 description 2
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 description 2
- 235000011114 ammonium hydroxide Nutrition 0.000 description 2
- 239000006227 byproduct Substances 0.000 description 2
- 239000004202 carbamide Substances 0.000 description 2
- 238000010531 catalytic reduction reaction Methods 0.000 description 2
- 239000007792 gaseous phase Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 229910017604 nitric acid Inorganic materials 0.000 description 2
- 239000001272 nitrous oxide Substances 0.000 description 2
- 230000001590 oxidative effect Effects 0.000 description 2
- 239000002028 Biomass Substances 0.000 description 1
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- LSQZJLSUYDQPKJ-NJBDSQKTSA-N amoxicillin Chemical compound C1([C@@H](N)C(=O)N[C@H]2[C@H]3SC([C@@H](N3C2=O)C(O)=O)(C)C)=CC=C(O)C=C1 LSQZJLSUYDQPKJ-NJBDSQKTSA-N 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000006555 catalytic reaction Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000000354 decomposition reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003623 enhancer Substances 0.000 description 1
- 239000002737 fuel gas Substances 0.000 description 1
- ZZUFCTLCJUWOSV-UHFFFAOYSA-N furosemide Chemical compound C1=C(Cl)C(S(=O)(=O)N)=CC(C(O)=O)=C1NCC1=CC=CO1 ZZUFCTLCJUWOSV-UHFFFAOYSA-N 0.000 description 1
- 239000005431 greenhouse gas Substances 0.000 description 1
- 239000010763 heavy fuel oil Substances 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000012535 impurity Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 239000003209 petroleum derivative Substances 0.000 description 1
- 239000012071 phase Substances 0.000 description 1
- 239000000047 product Substances 0.000 description 1
- 238000006722 reduction reaction Methods 0.000 description 1
- 238000005201 scrubbing Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 229910052720 vanadium Inorganic materials 0.000 description 1
- LEONUFNNVUYDNQ-UHFFFAOYSA-N vanadium atom Chemical compound [V] LEONUFNNVUYDNQ-UHFFFAOYSA-N 0.000 description 1
- 239000002351 wastewater Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
- F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
- F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/14—Arrangements for the supply of substances, e.g. conduits
- F01N2610/1406—Storage means for substances, e.g. tanks or reservoirs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/14—Arrangements for the supply of substances, e.g. conduits
- F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
- F01N2610/146—Control thereof, e.g. control of injectors or injection valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1616—NH3-slip from catalyst
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Toxicology (AREA)
- Health & Medical Sciences (AREA)
- General Chemical & Material Sciences (AREA)
- Exhaust Gas After Treatment (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
Abstract
A large two-stroke uniflow scavenged turbocharged internal combustion engine configured for reducing ammonia slip and a method for reducing ammonia slip such engine by: a) operating the aid engine with ammonia as the main fuel thereby producing a stream of exhaust gas containing NOx and NH3, - b) adjusting the ratio between ammonia and NOx in said stream of exhaust gas by adding a controlled stream of NOx to the exhaust gas, and - c) subsequently, submitting the stream of exhaust gas to SCR.
Description
DK 181545 B1 1
A LARGE TWO-STROKE UNIFLOW SCAVENGED TURBOCHARGED INTERNAL
COMBUSTION ENGINE CONFIGURED FOR REDUCING AMMONIA SLIP AND A
METHOD FOR REDUCING AMMONIA SLIP OF SUCH AN ENGINE
This disclosure relates to a large two-stroke internal combustion engine, in particular a large two-stroke uniflow scavenged turbocharged internal combustion engine, that in at least one mode of operation is operated with ammonia (NH3) as the main fuel for combustion in the engine.
Large two-stroke uniflow scavenged turbocharged compression- ignited internal combustion crosshead engines are typically used in propulsion systems of large ships or as a prime mover in power plants. The sheer size, weight, and power output render them completely different from common combustion engines and place large two-stroke turbocharged compression- ignited internal combustion engines in a class for themselves.
Internal combustion engines have in the past mainly been operated with hydrocarbon fuels, such as fuel oil, e.g. diesel oil, or fuel gas, e.g. natural gas or petroleum gas. The combustion of hydrocarbon fuels releases carbon dioxide (C02), as well as other greenhouse gases that contribute to atmospheric pollution and climate change. Unlike fossil fuel impurities that result in byproduct emissions, CO2 is an unavoidable result of hydrocarbon combustion. The energy density and CO2 footprint of a specific fuel depend on the hydrocarbon chain length and the complexity of its hydrocarbon molecules. Hence, gaseous hydrocarbon fuels have a lower
DK 181545 B1 2 footprint than liquid hydrocarbon fuels, with the drawback that gaseous hydrocarbon fuels are more challenging and costly to handle and store. In order to reduce the C02 footprint, non-hydrocarbon fuels are being developed.
Ammonia (NH3) is a synthetic product obtained from fossil fuels, biomass, or renewable or sustainable sources (wind, solar, hydro, nuclear, or thermal), and when generated by renewable/sustainable sources, NH3 will have virtually no carbon footprint nor emit any CO2, SOX, particulate matter, or unburned hydrocarbons when combusted.
NH3 has been tested and used at a minor scale in small internal combustion engines, e.g. used in automobiles, but has not yet been used to power large two-stoke internal combustion engines.
The combustion gases generated by combustion ammonia (NH3) in a large two-stroke internal combustion engine can contain both NOx and NH3. NOx is limited by international regulations, e.g. IMO Tier II and III, while the realistically acceptable level for NH3 is quite low although currently not formally limited by regulation. In particular, the NH3 slip that can be tolerated in the exhaust gas is difficult to achieve without an NH3 abatement system (post-treatment system) in the exhaust system of the engine, i.e. without countermeasures, exhaust gas containing unacceptable amounts of NH3 could end up in the atmosphere.
Known systems for removing NH3 from exhaust gas use an Ammonia slip catalyst (ASC or AMOX). NOx is reduced using a Selective
DK 181545 B1 3
Catalytic Reduction (SCR) catalyst. NH3 slip in the exhaust gas 1s controlled using the ammonia slip catalyst (ASC). The
ASC catalyst is placed downstream of the SCR catalyst where the NOx and NH3 already have reacted to remove NOx. If for some reason, NH3 is present after the SCR catalyst, this will be oxidized over an ASC removing the NH3. The ASC treats the entire gas amount as the SCR does. Hence if an ASC was to be fitted to a large two-stroke internal combustion engine, the size of the ASC would be similar to the SCR catalyst, since all of the exhaust gas would need to be treated. Since the
SCR catalyst is a very voluminous piece of equipment, adding another very voluminous piece of equipment is problematic.
Another disadvantage 1s that nitrous oxide (N20) can be a byproduct of the NH3 oxidation on an ASC. Known abatement systems for nitrous oxides exist, but need temperatures in excess of 400C to be effective, an exhaust gas temperature that can not be achieved easily with a high-efficiency marine engine.
Another known technology is scrubbing the NH3 out of the exhaust gas, using a wet scrubber, introducing a very substantial and bulky component on board a ship and waste water stream on board not easily disposible.
DK202170273 discloses a large two-stroke internal combustion engine according to the preamble of claim 1.
It is an object to provide a large two-stroke internal combustion engine that overcomes or at least reduces the problems mentioned above. It is another object to provide a
DK 181545 B1 4 method for reducing ammonia slip from a large 2-stroke internal combustion engine.
The foregoing and other objects are achieved by the features of the independent claims. Further implementation forms are apparent from the dependent claims, the description, and the figures.
According to a first aspect, there is provided a large two- stroke uniflow scavenged turbocharged internal combustion engine, which has at least one mode of operation in which the main fuel is ammonia, the engine comprising: - at least one cylinder with a cylinder liner and a reciprocating piston therein and a cylinder cover covering the cylinder, - a combustion chamber formed inside the cylinder between the reciprocating piston and the cylinder cover, - an intake system for supplying scavenging air to the combustion chamber, - an exhaust system for exhausting a stream of exhaust gas generated by combustion of ammonia in the combustion chamber, - a turbocharging system comprising at least one compressor in the intake system for compressing scavenging air and at least one exhaust gas driven turbine in the exhaust system for driving the compressor, - a SCR catalyst in the exhaust system, preferably upstream of the exhaust gas driven turbine, - means to add a stream of gas containing NOx to the stream exhaust gas in or upstreams of the SCR catalyst.
DK 181545 B1
The inventor realized that ammonia slip can be avoided if it is ensured that the ammonia is reduced in the SCR catalyst.
However, ammonia is not reduced when insufficient NOx is present in the SCR catalyst, i.e. when the molar ratio between 5 ammonia and NOx is above 1. The ratio between ammoniaand NOx in the exhaust leaving the combustion chambers cannot always be controlled (accurately) or predicted (accurately). By providing a stream of gas containing NOx to the exhaust gas it can be ensured that the required amount of NOx for complete reduction of ammonia is always present in the SCR catalyst to ensure that all or at least nearly all of the ammonia that is present in the exhaust gas is reduced in the SCR catalyst.
Only a relatively small stream of gaseous NOx is needed to obtain the desired result.
In a possible implementation form of the first aspect, the stream of gas containing NOx is created by treating a stream of ammonia and air over an oxidation catalyst to convert ammonia to NO. Even though some heat needs to be applied to the process, the amount is smaller when compared to the before mentioned known solutions, and the size of the oxidation catalyst is small compared to the known ammonia slip catalyst installation. Thus, the engine according to the first aspect will be less voluminous and less expensive to construct and maintain.
In a possible implementation form of the first aspect, the engine comprises a controller configured to control the magnitude of the stream of gas containing NOx added to the stream of exhaust gas.
DK 181545 B1 6
In a possible implementation form of the first aspect, the engine comprises means to measure and/or estimate the molar ratio between ammonia and NOx in the stream of exhaust gas.
In a possible implementation form of the first aspect, the controller is configured to adjust the magnitude of the stream of gas containing NOx as a function of measured and/or estimated molar ratio between ammonia and NOx in the stream of exhaust gas.
In a possible implementation form of the first aspect, the controller is configured to adjust the magnitude of the stream of NOx to a magnitude that results in the stream of exhaust gas entering the SCR catalyst having a molar ratio between ammonia and NOx equal to or below 1, preferably slightly below 1.
In a possible implementation form of the first aspect, the stream of gas comprising NOx comprises NO and NO2, and wherein the engine comprises means for adjusting the ratio between NO and NO2 in the stream of gas comprising NOx.
In a possible implementation form of the first aspect, the engine comprises a sensor system that provides one or more signals that allow the controller to determine the molar ratio between ammonia and NOx in the stream of exhaust gas.
In a possible implementation form of the first aspect, the engine comprises a NOx generating system for generating the stream of gas containing NOx, the NOx generating system preferably comprising a source for providing a stream of
DK 181545 B1 7 ammonia that is, preferably catalytically, oxidized into NO and H20 to obtain the steam of gas containing NOx.
In a possible implementation form of the first aspect, the engine comprises an oxidation «catalyst, preferably a platinum-rhodium catalyst, which engine preferably comprises a supply of pressurized gaseous ammonia and a supply of pressurized air to the oxidation catalyst, the source of the pressurized air preferably being scavenging air from the intake system.
In a possible implementation form of the first aspect, the
NOx generating system is configured to control the ratio of
NO and NO2 in the gas comprising NOx.
In a possible implementation form of the first aspect, the controller is configured to determine the optimal ratio between NO and NO2 in the gas comprising NOx and configured to adjust the ratio between NO and NO2 in the gas comprising
NOx accordingly.
In a possible implementation form of the first aspect, the engine comprises downstream of the NOx generating system a catalytic N20 abatement system, preferrably an iron zeolite catalyst, for removing N20 that can be produced as result of a side reaction inside the NOx generating unit
In a possible implementation form of the first aspect, the engine comprises a container for storing the gas containing
NOx, preferably for storing the gas containing NOx under high pressure, the container preferably being connected to the
DK 181545 B1 8 exhaust gas system via a control valve to thereby allow a controlled stream of the gas containing NOx from the container into the stream of exhaust gas.
In a possible implementation form of the first aspect, the engine comprises at least one NOx sensor configured for providing a signal representative of a NOx concentration of the stream of exhaust gas in the exhaust system, and at least one ammonia sensor configured for providing a signal representative of an ammonia concentration in the stream of exhaust gas in the exhaust system.
In a possible implementation form of the first aspect, the at least one NOx sensor is configured to provide a signal representative of a NOx concentration of the stream of exhaust gas in the exhaust system upstream of a position where the stream of gas containing NOx is added, and/or wherein the at least one NOx sensor is configured to provide a signal representative of a NOx concentration of the stream exhaust gas in the exhaust system downstream of a position where the stream of gas containing NOx is added and upstream of the SCR catalyst, and/or wherein the at least one NOx sensor is configured to provide a signal representative of a NOx concentration of the stream of exhaust gas in the exhaust system downstream of the SCR catalyst, and/or wherein the at least one ammonia sensor is configured to provide a signal representative of an ammonia concentration of the stream of exhaust gas in the exhaust system upstream of a position where the stream of gas containing NOx is added, and/or
DK 181545 B1 9 wherein the at least one ammonia sensor is configured to provide a signal representative of an ammonia concentration of the stream of exhaust gas in the exhaust system downstream of a position where the stream of gas containing NOx is added and upstream of the SCR catalyst, and/or wherein the at least one ammonia sensor is configured to provide a signal representative of an ammonia concentration of the stream of exhaust gas in the exhaust system downstream of the SCR catalyst.
In a possible implementation form of the first aspect, the engine comprises an ammonia fuel system 30 configured for supplying pressurized ammonia to fuel valves 50,50’ that are configured to inject or admit ammonia to the combustion chamber.
According to a second aspect, there is provided a method for reducing ammonia slip from a large two-stroke uniflow scavenged turbocharged internal combustion engine, the method comprising: - a) operating the engine with ammonia as the main fuel thereby producing a stream of exhaust gas containing NOx and
NH3, - b) adjusting the ratio between ammonia and NOx in the stream of exhaust gas by adding a controlled stream of NOx to the exhaust gas, and - c) subsequently, submitting the stream of exhaust gas to a
SCR.
In a possible implementation form of the second aspect, the method comprises determining the molar ratio between ammonia
DK 181545 B1 10 and NOx in the stream of exhaust gas prior to adding the controlled stream of NOx to the exhaust gas, and adding the controlled stream of NOx to the stream of exhaust gas, when, and preferably only when, the molar ratio is equal or above 1.
In a possible implementation form of the second aspect, the method comprises determining the magnitude of the stream of
NOx required to lower the determined molar ratio to a level below 1, preferably slightly below 1, and adjusting the magnitude of the stream of gas containing NOx to the determined magnitude.
In a possible implementation form of the second aspect, the method comprises determining a desired ratio between NO to
NO2 in the stream of gas containing NOx and adjusting the ratio between NO to NO2 in the stream of gas containing NOx.
In a possible implementation form of the second aspect, the method comprises supplying a stream of pressurized gaseous ammonia and a stream of pressurized air to an inlet of an oxidation catalyst to create a stream of gas containing NOx leaving an outlet of the oxidation catalyst, the stream of pressurized air preferably originating from the intake system, preferably originating from the intake system at a position downstream of the compressor and preferably upstream of an intercooler.
These and other aspects will be apparent from the drawings and the embodiment (s) described below.
DK 181545 B1 11
In the following detailed portion of the present disclosure, the aspects, embodiments, and implementations will be explained in more detail with reference to the example embodiments shown in the drawings, in which:
Fig. 1 is an elevated front view of a large two-stroke internal combustion engine according to an example embodiment,
Fig. 2 is an elevated side view of the large two-stroke engine of Fig. 1, and
Fig. 3 is a diagrammatic representation of an embodiment of the large two-stroke engine of Fig. 1 with an ammonia fuel system and an ammonia slip abatement system,
Fig. 4 is a flowchart of an embodiment of a process for reducing ammonia slip of a large two-stroke internal combustion engine,
Fig. 5 is a flowchart of another embodiment of a process for reducing ammonia slip of a large two-stroke internal combustion engine, and
Fig. 6 is a flowchart of yet another embodiment of a process for reducing ammonia slip of a large two-stroke internal combustion engine,
In the following detailed description, an internal combustion engine will be described with reference to a large two-stroke low-speed uniflow scavenged turbocharged internal combustion engine with crossheads in the example embodiments, but it is understood that the internal combustion engine could be of another type. The large two-stroke low-speed uniflow
DK 181545 B1 12 scavenged turbocharged internal combustion engine can be of the (high-pressure) type in which fuel is injected at or near top dead center (TDC) of the pistons that is compression- ignited or of the (low pressure) type in which fuel is mixed with the scavenging air before or during compression (pre-mix engine) and the mixture of air and fuel is spark ignited or the like. In the pre-mix engine, there will typically be a “pilot” ignition with an ignition fluid, e.g. fuel oil, for ensuring reliable ignition.
Figs. 1, 2, and 3 show a large low-speed turbocharged two- stroke engine with a crankshaft 8 and crossheads 9 that is configured to operate according to the Diesel principle, i.e. it is a compression-ignition engine. Fig. 3 shows a diagrammatic representation of a large low-speed turbocharged two-stroke diesel engine with its intake and exhaust systems.
In this example embodiment, the engine has six cylinders in line. Large low-speed turbocharged two-stroke diesel engines have typically between four and fourteen cylinders in line, carried by a cylinder frame 23 that is carried by an engine frame 11. The engine may e.g. be used as the main engine in a marine vessel or as a stationary engine for operating a generator in a power station. The total output of the engine may, for example, range from 1,000 to 110, 000 kW.
The engine can be configured as a dual-fuel engine. The engine can be a compression-ignited engine or a premix engine. The engine according to the present embodiment is of the two- stroke uniflow type with scavenging ports 18 in the lower region of the cylinder liners 1 and a central exhaust valve
DK 181545 B1 13 4 at the top of each cylinder liner 1. The engine has at least one ammonia mode in which the engine is operated on ammonia fuel or an ammonia-based fuel and at least one conventional fuel mode in which the engine is operated on conventional fuel, e.g. fuel oil (marine diesel), or heavy fuel oil.
The scavenge air is passed from the scavenge air receiver 2 to the scavenge ports 18 of the individual cylinders 1. A piston 10 that reciprocates in the cylinder liner 1 between the bottom dead center (BDC) and top dead center (TDC) compresses the scavenge air. Fuel (ammonia in the ammonia mode) is injected through fuel valves 50 that are arranged in the cylinder cover 22 into the combustion chamber at high pressure when the piston is at or near TDC (Diesel principle).
When the engine is configured as a pre-mix engine, the fuel is admitted at a relatively low pressure when the piston is on its way towards TDC (Otto principle) from fuel admission valves 50’ (there will typically be 2 or more fuel admission valves 50’ for each cylinder). The fuel admission valves 507 can be arranged in the cylinder liner at a position above the scavenge ports 18, or in the cylinder cover 22. Combustion follows, and exhaust gas is generated. If the engine is configured for compression-ignition, each cylinder cover 22 is provided with two or more fuel valves 50. The fuel valves 50 are either configured to inject only one specific type of fuel, e.g. ammonia, and in this case, there will also be two or more fuel valves (not shown in Fig. 3) for injecting conventional fuel into the combustion chamber. The fuel valves 50 are arranged in the cylinder cover 22 around the central exhaust valve 4. Further, additional, typically smaller fuel valves (not shown) are in an embodiment provided in the
DK 181545 B1 14 cylinder cover for injecting ignition fluid, for ensuring reliable ignition of the ammonia fuel.
The ignition fluid is e.g. dimethyl ether (DME) or fuel oil, but can also be another form of ignition enhancer, such as hydrogen.
Since the engine can be a dual-fuel engine it can also be provided with a conventional fuel supply system (not shown) for supplying the conventional fuel to the fuel valves 50. In an embodiment,
the fuel valves 50’ are arranged along the cylinder liner (shown by the interrupted lines) and admit the fuel into the cylinder before the piston 10 passes the fuel valves 50’ on its way from BDC to TDC.
Thus, when the engine is configured for pre-mix operation, the piston 10 compresses a mixture of scavenging air and fuel.
Timed ignition at or near TDC is triggered by spark, laser, ignition fluid injection, or the like.
In the embodiment with the fuel valves 50’, the pressure at which the fuel is admitted is substantially lower than the pressure at which the fuel is injected in the embodiment with the fuel valves 50 in the cylinder cover 22, which injects when the piston is at or near top dead center (TDC) and the pressure at which the fuel 1s injected needs to be significantly higher than the compression pressure.
Thus, in an embodiment, the engine operates according to the Diesel principle (compression-ignition) and compresses only scavenging air (scavenging gas if exhaust gas recirculation is used), and in other embodiments, the engine operates according to the Otto cycle (timed ignition) and compresses a mixture of fuel and scavenging gas.
The pressure at which the fuel supply system 30 needs to deliver fuel can be significantly lower when operating according to the Otto principle, and pressure boosters, that are often used in the
DK 181545 B1 15 fuel valves 50 for compression-ignition engines can be avoided.
When an exhaust valve 4 is opened, the exhaust gas flows through an exhaust duct associated with the cylinders into the exhaust gas receiver 3 and onwards through a first exhaust conduit 19 via selective catalytic reaction (SCR) catalyst 40 to a turbine 6 of the turbocharger 5, from which the exhaust gas flows away to the atmosphere through a second exhaust conduit 28.
Through a shaft, the turbine 6 of the turbocharger 5 drives a compressor 7 supplied with fresh air via an air inlet 12.
The compressor 7 delivers pressurized scavenge air to a scavenge air conduit 13 leading to the scavenge air receiver 2. The scavenge air in the scavenge air conduit 13 passes an intercooler 14 for cooling the scavenge air.
The cooled scavenge air passes via an auxiliary blower 16 driven by an electric motor 17 that pressurizes the scavenge air flow when the compressor 7 of the turbocharger 5 does not deliver sufficient pressure for the scavenge air receiver 2, i.e. in low or partial load conditions of the engine. At higher engine loads the turbocharger compressor 7 delivers sufficient compressed scavenge air and then the auxiliary blower 16 is bypassed via a non-return valve 15 and the electric motor 17 is deactivated. The turbocharging system may comprise more than one turbocharger 5.
The engine is in the ammonia mode operated with ammonia as the main fuel which is supplied to the fuel valves 50 or 50'
DK 181545 B1 16 by the ammonia fuel system 30 at a substantially stable pressure and temperature. The ammonia can be supplied to the ammonia valves 50 in the liquid phase or the gaseous phase.
The ammonia liquid phase can be aqueous ammonia (ammonia- water blend).
The conventional fuel system is well known and not shown and described in further detail. The ammonia fuel system 30 supplies the fuel valves 50 or fuel admission valves 50’ with liquid phase ammonia at a medium supply pressure (e.g. 30 to 80 bar pressure). Alternatively, the ammonia fuel is supplied at a relatively low supply pressure (e.g. 30 to 80 bar pressure) to the ammonia valves 50 in the gaseous phase. If the engine of the compression-igniting type, the fuel valves 50 comprise a pressure booster that significantly raises the pressure of the ammonia fuel from the medium pressure to a high pressure to allow the ammonia fuel to be injected at a pressure well above the compression pressure of the engine.
Typically, the injection pressure for an ignition-compressing engine is above 300 bar.
In an embodiment, the engine is provided with an exhaust gas recirculation system for reintroducing a portion of the exhaust gas to the combustion chambers, together with the scavenging air, e.g. to reduce NOx generation
In the ammonia fuel system 30, ammonia is stored in the liquid phase in a pressurized storage tank at approximately 17 bar.
Ammonia can be stored in the liquid phase at a pressure above 8.6 bar and an ambient temperature of 20°C in an ammonia storage tank. However, ammonia 1s preferably stored at
DK 181545 B1 17 approximately 17 bar or higher to keep it in the liquid phase when the ambient temperature increases.
A low-pressure ammonia supply line connects an outlet of the ammonia storage tank (not shown) to the inlet of a medium- pressure feed pump (not shown). A low-pressure feed pump forces the liguid phase ammonia from the ammonia storage tank to an inlet of the medium pressure feed pump. The medium pressure feed pump forces the liquid ammonia through a medium pressure ammonia supply line (not shown) to the fuel valves 50,507.
An electronic control unit (controller) 50 is connected via signal lines or wirelessly to various components and sensors of the engine.
In NH3 combustion, the exhaust from the engine can contain both NOx and NH3 (opposite to combustion of fossil fuel that does not result in exhaust gas containing NH3). The ratio between these two substances in the exhaust gas cannot always be accurately controlled or predicted. However, the SCR catalyst 40, does not only function as a NOx removal catalyst but also as an NH3 removal catalyst. The molar ratio in the exhaust gas between NH3 and NOx, referred to as alpha, will determine how much NOx and NH3 that can be removed, since the two species react one to one. If alpha is below 1, then NOx is in excess and all the NH3 can react with the NOx, resulting in substantially zero NH3 leaving the outlet of the SCR catalyst 40 and some NOx, which is allowed by IMO Tier III.
If alpha is above 1, then NH3 is in excess and all the NOx will react with the NH3 present, and the excess of NH3 will
DK 181545 B1 18 exit the SCR catalyst as an NH3 slip. The NH3 slip that can be tolerated in the exhaust is low (an example of a limit could be 10 ppm), and therefore it is desirable to keep the alpha below 1.
The SCR catalyst 40 serves to remove both NOx components, NO and NO2, from the exhaust gas. The SCR catalyst 40 is in an embodiment vanadium based. The SCR catalyst 40 is in the present embodiment arranged on the high pressure side of the turbine 6, but could in other embodiments be placed on the low pressure side of the turbine 6, although this would increase the volume of the SCR catalyst 40. In the present embodiment, the inlet of the SCR catalyst 40 is connected to the outlet of the exhaust gas receiver 3.
Based on the concentration of NOx and NH3 in the gas stream coming from or in the exhaust gas receiver 3, which is measured or calculated by the controller 50, the required amount (magnitude of the stream) of NOx to be added to the stream of exhaust gas flowing to the SCR catalyst 40 is calculated to reach the desired alpha. This additional stream of NOx is on an embodiment produced from a side stream containing NH3, for example, coming from the ammonia fuel system 30. This NH3 is catalytically oxidized at elevated temperatures (preferably above 500 °C) together with a stream of air that is supplied to obtain NO and H20 (water) in an oxidizing catalyst 43. The source of the stream of pressurized air is preferably scavenging air taken from the intake system and controlled by a control valve 27, since this is an effective way to obtain high-temperature pressurized air, especially if the scavenging air is taken from the intake
DK 181545 B1 19 system upstream of the intercooler 14 (and downstream of the compressor 7). This side stream can be a separate feed of NH3 as in the embodiment of Fig. 3, or it can be taken from the total exhaust. In both cases, the size of the sidestream is controlled e.g. by a control valve 42 that is adjusted by the controller 50 in accordance with the above-mentioned calculation. The catalyst for the NH3 oxidation could be of a similar type as the one used in nitric acid production (HNO3) where NH3 is catalytically oxidized over platinum- rhodium catalyst gauzes of the oxidizing catalyst 43 and the following reaction takes place: 4NH3 + 502 -> 4NO + 6 H20
Besides NO and water, the oxidation can also give unwanted nitrous oxide (N20) according to the following reaction: 4NH3 + 402 -> 2N20 + 6H20
If any N20 is generated this relatively small stream of gas containing NOx can be treated using a decomposition catalyst for N20. The side stream, which now contains primarily air with NO and water is then mixed with the exhaust gas stream from the exhaust gas receiver 3. In this way, the molar based concentration of NO in the stream of exhaust gas is increased above the molar based concentration of NH3 , preferably slightly above. This mixed stream of exhaust gas is lead to the SCR catalyst 40 where the NO and NH3 will react according to the following reaction where 1 mole of NO reacts with 1 mole of NH3 according to the standard SCR process:
DK 181545 B1 20
ANO + 4 NH3 + 02 -> 4N2 + 6H20
When the stream of gas exits the SCR catalyst 40, substantially all the NH3 will have been removed, and the NOx will have been decreased to reach IMO Tier III level.
A sensor system 44,45,46,47,48,49 provides one or more signals that allow the controller 50 to determine the molar ratio (alpha) between ammonia and NOx in the stream of exhaust gas.
Preferably, the sensors comprise at least one ammonia sensor 45,477,499 configured to provide a signal representative of the concentration of ammonia in the stream of exhaust gas and at least one NOx sensor 44,46,48 configured to provide a signal representative of the concentration of NOx in the stream of exhaust gas. Three ammonia sensors 45, 47, 49, and three NOx sensors 44, 46, and 48 are shown in Fig. 3. However, it is understood that only one pair of sensors is needed to provide the controller 50 with sufficient information to determine alpha. In an embodiment, the pair of ammonia and NOx sensors are configured to measure the concentration in the exhaust gas receiver 3.
In an embodiment, the controller 50 is configured to control the magnitude of the stream of gas containing NOx in a closed loop manner, by comparing the determined alpha downstream of the position where the stream of gas containing NOx is added to the stream of exhaust gas with a desired alpha and controlling the magnitude of the stream of gas containing NOx accordingly, for example by adjusting the position of the control valve 42. Alternatively, the controller 50 is
DK 181545 B1 21 configured for feed-forward control of the magnitude of the stream of gas containing NOx.
The engine is optionally configured to control alpha by the addition of NH3, e.g. in the form of urea, or as shown in the form of gaseous NH3 that is added to the first exhaust conduit 19 upstream of the inlet of the SCR catalyst 40, through a line controlled by ammonia control valve 41. Thus, if alpha is substantially below 1, NOx emissions can be controlled by adding ammonia to the exhaust gas by opening the control valve 41. Hereto, the electronic control unit 50 is configured to adjust the amount of ammonia added, i.e. the conduit of the stream of ammonia into the first exhaust line 19, in accordance with the alpha that has been determined by the controller 50. Thus, regardless of whether the exhaust gas coming from the exhaust gas receiver 3 has an excess of ammonia or has an excess NOx, both ammonia slip and NOx emissions can be substantially reduced by adding a stream of gas containing NOx of a controlled magnitude to the stream of exhaust when alpha is 1 or there above or by adding a stream of ammonia or urea (reductant) of a controlled magnitude to the stream of exhaust gas when alpha is substantially below 1.
The controller 50 is configured to adjust the magnitude of the stream of NOx to a magnitude that results in the stream of exhaust gas entering the SCR catalyst 40 having a molar ratio between ammonia and NOx equal to or below 1, preferably slightly below 1, i.e. a molar concentration of ammonia that is equal or below the molar concentration of NOx, preferably slightly below.
DK 181545 B1 22
The stream of gas comprising NOx comprises both NO and NO2.
The ratio between NO and NO2 in the stream of exhaust gas may be different for different operating conditions. In an embodiment (not shown), the engine comprises means for adjusting the ratio between NO and NO2 in the stream of gas comprising NOx. The NOx generating system is in an embodiment configured to control the ratio between NO and NO2 in the gas comprising NOx and the controller 50 1s configured to determine the optimal ratio between NO and NO2 in the gas comprising NOx and configured to adjust the ratio between NO and NO2 in the gas comprising NOx accordingly. The amount of
NO2 versus NO can e.g. be controlled if the stream of gas containing NOx after the oxidation catalyst is cooled. This can be done in order to control the ratio between NO2 and NO and this is important for the efficiency of the SCR reactor 40. If NO2 is present in the stream of gas containing NOx but still less than the amount of NO, then the so-called fast SCR reaction can take place:
NO + NO2 + 2NH3 -> 2N2 + 3H20
However, this needs to be controlled because too much NO2 present in gas compared to NO, will decrease the efficiency of the SCR catalyst 40, and the so-called slow SCR reaction will occur: 8NH3 + 6NO2 -> 7N2 + 12H20
In an embodiment (not shown), the engine comprises a container for storing the gas containing NOx, preferably for storing
DK 181545 B1 23 the gas containing NOx under high pressure, e.g. a high pressure gas bottle containing NOx. The container is preferably connected to the exhaust gas system via a control valve to thereby allow a controlled stream of gas containing
NOx from the container into the stream of exhaust gas.
The at least one NOx sensor 44 is configured to provide a signal representative of a NOx concentration of the stream of exhaust gas in the exhaust system upstream of a position where the stream of gas containing NOx is added. The NOx sensor 46 is configured to provide a signal representative of a NOx concentration of the stream of exhaust gas in the exhaust system downstream of a position where the stream of gas containing NOx is added and upstream of the SCR catalyst 40.
The at least one NOx sensor 48 is configured to provide a signal representative of a NOx concentration of the stream of exhaust gas in the exhaust system downstream of the SCR catalyst 40. The at least one ammonia sensor 45 is configured to provide a signal representative of an ammonia concentration of the stream of exhaust gas in the exhaust system upstream of a position where the stream of gas containing NOx is added.
The at least one ammonia sensor 47 is configured to provide a signal representative of an ammonia concentration of the exhaust gas in the exhaust system downstream of a position where the stream of gas containing NOx is added and upstream of the SCR catalyst 40. The at least one ammonia sensor 49 is configured to provide a signal representative of an ammonia concentration of the stream of exhaust gas in the exhaust system downstream of the SCR catalyst 40.
DK 181545 B1 24
Fig. 4 is a flow chart illustrating an embodiment of a method for reducing ammonia slip from the exhaust gas of a large two-stroke uniflow scavenged turbocharged internal combustion engine having a turbocharger 5, such as the internal combustion engine according to the embodiments above. The method comprises operating the engine with ammonia as the main fuel thereby producing a stream of exhaust gas containing
NOx and NH3, determining alpha in the exhaust gas coming from the cylinders, adjusting the alpha of the stream of exhaust gas by adding a controlled stream of NOx to the exhaust gas, and subsequently, submitting the stream of exhaust gas to SCR (selective catalytic reduction), for example, in the SCR catalyst 40.
Alpha of the exhaust gas coming from the cylinders or entering the SCR catalyst 40 is determined and if alpha is equal to or above 1, a stream of NOx is added to the stream of exhaust gas, upstream of the SCR catalyst 40.
The method further comprises determining the molar ratio between ammonia and NOx prior to adding the controlled stream of NOx to the stream of exhaust gas, and adding the controlled stream of NOx to the stream of exhaust gas, when, and preferably only when, the molar ratio is equal or above 1.
In the embodiment of the method according to Fig. 5, the method comprises determining the magnitude of the stream of
NOx required to lower the determined molar ratio to a level below 1, preferably slightly below 1, and adjusting the magnitude of the stream of gas containing NOx to the determined magnitude.
DK 181545 B1 25
The amount of NO that is required (the magnitude of the stream of gas containing NOx) to be added to the stream of exhaust gas to reach the desired alpha will determine the magnitude of the flow of ammonia over the oxidation catalyst 43. The amount of NH3 that should be oxidized is at least the same amount of moles as the NH3 excess compared to NO in the engine out gas- that is: moles NH3 out of the engine - moles NO out of engine = moles NO that is needed extra = moles NH3 that should be oxidized (if 100% conversion) and this is to reach an alpha of 1. Typically, the SCR catalyst 40 is sized for an alpha between 0.8 and 0.95 and the controller is configured to adjust the process to obtain an alpha value accordingly. In the case where NH3 is added as a side stream to the oxidation catalyst 43, the concentration of NH3 in the airflow is typically around 9.5-11.5% with a yield of NO between 90-98%. The amount of airflow to the
Oxidation catalyst 43 will depend on the concentration and demand but could be in the range of 0.06-0.3 kg/kWh air corresponding to 4-20 g/kWh NH3.
In the embodiment of the method according to Fig. 6, the method comprises determining a desired ratio between NO to
NO2 in the stream of gas containing NOx and adjusting the ratio between NO to NO2 in the stream of gas containing NOx.
The various aspects and implementations have been described in conjunction with various embodiments herein. However,
DK 181545 B1 26 other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed subject-matter, from a study of the drawings, the disclosure, and the appended claims. In the claims, the word “comprising” does not exclude other elements or steps, and the indefinite article “a” or “an” does not exclude a plurality.
The reference signs used in the claims shall not be construed as limiting the scope. Unless otherwise indicated, the drawings are intended to be read (e.g., cross-hatching, arrangement of parts, proportion, degree, etc.) together with the specification, and are to be considered a portion of the entire written description of this disclosure.
Claims (21)
Priority Applications (4)
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DKPA202270475A DK181545B1 (en) | 2022-09-30 | 2022-09-30 | A large two-stroke uniflow scavenged turbocharged internal combustion engine configured for reducing ammonia slip and a method for reducing ammonia slip of such an engine |
JP2023159332A JP2024052583A (en) | 2022-09-30 | 2023-09-25 | Large two-stroke uniflow scavenged turbocharged internal combustion engine configured to reduce ammonia slip and method for reducing ammonia slip in such an engine |
KR1020230128457A KR20240046056A (en) | 2022-09-30 | 2023-09-25 | A large two-stroke uniflow scavenged turbocharged internal combustion engine configured for reducing ammonia slip and a method for reducing ammonia slip of such an engine |
CN202311261723.2A CN117803468A (en) | 2022-09-30 | 2023-09-27 | Large two-stroke uniflow scavenged turbocharged internal combustion engine configured to reduce ammonia slip and method for reducing ammonia slip for such an engine |
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DKPA202270475A DK181545B1 (en) | 2022-09-30 | 2022-09-30 | A large two-stroke uniflow scavenged turbocharged internal combustion engine configured for reducing ammonia slip and a method for reducing ammonia slip of such an engine |
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DK202270475A1 DK202270475A1 (en) | 2024-04-23 |
DK181545B1 true DK181545B1 (en) | 2024-04-24 |
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KR (1) | KR20240046056A (en) |
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DK181016B1 (en) | 2021-05-26 | 2022-09-26 | Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland | A large two-stroke uniflow scavenged turbocharged internal combustion engine with ammonia absorption system |
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