A review on regulations, current status, effects and reduction strategies of emissions for marine diesel engines

Ni, Pei; Wang, Xiangli; Li, Hu

doi:10.1016/j.fuel.2020.118477

Cited by 218 publications

(72 citation statements)

References 166 publications

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“…So far, these regulations concentrate mainly on emissions of nitrogen oxides (NO x ) and sulfur oxides (SO x ). To answer these requirements emission reduction technologies are needed, namely fuel technologies, combustion technologies and/or exhaust gas after-treatment technologies (see e.g., [4]). One solution is to use natural gas (NG) as a fuel.…”

Section: Introductionmentioning

confidence: 99%

Performance and Regeneration of Methane Oxidation Catalyst for LNG Ships

Lehtoranta

Koponen

Vesala

et al. 2021

JMSE

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Liquefied natural gas (LNG) use as marine fuel is increasing. Switching diesel to LNG in ships significantly reduces air pollutants but the methane slip from gas engines can in the worst case outweigh the CO2 decrease with an unintended effect on climate. In this study, a methane oxidation catalyst (MOC) is investigated with engine experiments in lean-burn conditions. Since the highly efficient catalyst needed to oxidize methane is very sensitive to sulfur poisoning a regeneration using stoichiometric conditions was studied to reactivate the catalyst. In addition, the effect of a special sulfur trap to protect the MOC and ensure long-term performance for methane oxidation was studied. MOC was found to decrease the methane emission up to 70–80% at the exhaust temperature of 550 degrees. This efficiency decreased within time, but the regeneration done once a day was found to recover the efficiency. Moreover, the sulfur trap studied with MOC was shown to protect the MOC against sulfur poisoning to some extent. These results give indication of the possible use of MOC in LNG ships to control methane slip emissions.

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Section: Introductionmentioning

confidence: 99%

Performance and Regeneration of Methane Oxidation Catalyst for LNG Ships

Lehtoranta

Koponen

Vesala

et al. 2021

JMSE

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“…Under natural conditions, the removal of NO when it is released into the atmosphere is a two-part mechanism, according to the following reactions (Nevers 2000;Yang et al 2018):…”

Section: Removal Of Nitrogen Oxides (No X )mentioning

confidence: 99%

“…The control of the latter has always been more challenging as most of it is generated in the engine itself due to the high temperatures of the combustion process (thermal NO x ). Hence, it can be formed even if the fuel does not contain any nitrogen (Nevers 2000). Also, NO x from engine combustion comprises around 90% of nitric oxide (NO), which is highly insoluble in the aqueous phase and cannot simply be scrubbed and solubilized from the gas to aqueous phase like SO x .…”

Section: Introductionmentioning

confidence: 99%

Comparison of various chemical compounds for the removal of SO2 and NOx with wet scrubbing for marine diesel engines

Chin

Tam

Yin

2021

Environ Sci Pollut Res

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Seawater, NaOH, NaClO, NaClO2, H2O2, and KMnO4 were used as scrubbing liquids to react with SOx and NOx separately in a customized wet scrubber. The absorption of SO2 in the aqueous phase was influenced by three factors: pH, ionic concentration, and oxidation potential. For NOx removal, the effectiveness of various chemical compounds can be ranked from least to most effective as follows: seawater, NaOH, H2O2 < NaClO < KMnO4 < NaClO2. This effectiveness was influenced by the chemical compound’s ability to oxidize NO to NO2, absorb the NO2 that was formed, and retaining the nitrogen in the aqueous phase. High oxidation potential promoted the oxidation of NO to NO2 but hindered the absorption of NO2. NaClO2 was superior compared to NaClO in all three categories of oxidizing, absorption and retention. NaClO could not retain a significant amount of NO2 which it absorbed in the aqueous phase. The pH around 8 provided a good balance between oxidation versus absorption/retention and reactant utilization for the chlorine-based oxidants. KMnO4 had the lowest reactant consumption rate; only half a mole was consumed for every mole of NO removed, compared to around 2–3 mol of chlorite or 3–5 mol of hypochlorite.

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“…In addition, the NO x emission of diesel engine accounts for 70% of the total vehicle emission [6], which is the main pollution source leading to the formations of acid rain and chemical smog. With the continuous deterioration of the environment and the continuous improvement of emission regulations, the improvements of engine emission, economy, and performance characteristics [7] have become a major challenge for the development of diesel engine [8].…”

Section: Introductionmentioning

confidence: 99%

Effects of Different Diesel-Ethanol Dual Fuel Ratio on Performance and Emission Characteristics of Diesel Engine

Zhang

Tian

et al. 2021

Processes

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In this paper, a four-stroke engine diesel was employed to investigate the effects of different fuel mixture ratios of diesel and ethanol on engine performance and emission characteristics in terms of cylinder temperature, heat release rate, brake power, brake thermal efficiency, brake specific fuel consumption, and cylinder pressure. The corresponding simulation model of diesel engine was developed by AVL-Fire coupled CHEMKIN code, and an improved chemical kinetics mechanism containing 34 reactions and 19 species was employed to simulate the fuel spray process and combustion process. The simulation model was validated by experimental results under 100% and 50% load conditions and used to simulate the combustion process of diesel engine fueled with pure diesel and diesel–ethanol blends with 10%, 20%, and 30% ethanol by volume, respectively. The results showed that the increase of ethanol content in the blended fuel had a certain negative impact on the performance characteristic of diesel engine and significantly improved the emission characteristic of the engine. With the ethanol proportion in the blended fuel increased to 10%, 20%, and 30%, the brake thermal efficiency of the engine increased by 2.24%, 4.33%, and 6.37% respectively. However, the brake-specific fuel consumption increased by 1.56%, 3.49%, and 5.74% and the power decreased by 1.58%, 3.46%, and 5.54% respectively. In addition, with the ethanol proportion in the blended fuel increased to 10%, 20%, and 30%, the carbon monoxide emission decreased by 34.69%, 47.60%, and 56.58%, and the soot emission decreased by 7.83%, 15.24%, and 22.52% respectively. Finally, based on the combining fuzzy and grey correlation theory, nitrogen oxide emission has the highest correlation with engine power and brake-specific fuel consumption. The values reach 0.9103 and 0.8945 respectively. It shows that nitrogen oxide emission and cylinder pressure have a significant relationship on engine power and brake-specific fuel consumption.

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A review on regulations, current status, effects and reduction strategies of emissions for marine diesel engines

Cited by 218 publications

References 166 publications

Performance and Regeneration of Methane Oxidation Catalyst for LNG Ships

Performance and Regeneration of Methane Oxidation Catalyst for LNG Ships

Comparison of various chemical compounds for the removal of SO2 and NOx with wet scrubbing for marine diesel engines

Effects of Different Diesel-Ethanol Dual Fuel Ratio on Performance and Emission Characteristics of Diesel Engine

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