The Impact of Alternative Fuels on Ship Engine Emissions and Aftertreatment Systems: A Review

Feng, Songlin; Xu, Songyun; Yuan, Peng; Xing, Yuye; Shen, Boxiong; Li, Zhaoming; Zhang, Chenguang; Wang, Xiaoqi; Wang, Zhuozhi; Ma, Jiao; Kong, Wenwen

doi:10.3390/catal12020138

Cited by 9 publications

(3 citation statements)

References 111 publications

(145 reference statements)

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“…Diesel particulate filters (DPFs), selective catalytic reduction (SCR), and SOx scrubbers have been applied to reduce particulate matter (PM), NOx, and SOx [10,11], essentially requiring after-treatment system installation and regeneration processes, such as DPFs, SCR, and SOx scrubbers, which are costly. To solve the problem of the increased complexity and cost of these systems, many scholars have investigated non-diesel alternative fuels like LPG, compressed natural gas (CNG), and liquefied natural gas (LNG) [12,13]. In particular, engines using LNG are gaining increasing attention as eco-friendly ship technology as they emit significantly less regulated substances, such as NOx, PM, SOx, and CO 2 , than diesel engines [14].…”

Section: Previous Studiesmentioning

confidence: 99%

Fundamental Study for Applying a Propane Gas Injection System in a Small-Ship Engine

Kim,

Park,

Woo

et al. 2023

Energies

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As a response to stricter exhaust emission regulations, an increasing number of diesel-powered ships are switching to liquefied natural gas (LNG) fuel or installing post-processing devices to reduce exhaust gas. However, these methods are not feasible for small ships operating primarily along the coast. This is because the cost of the exhaust gas post-processing devices is high, while a large-volume fuel system is required in the case of LNG. Thus, this study used a propane gas fuel system based on a 5.0 L gasoline engine for easy application to existing small ships without major modifications. To optimize the control according to changes in the fuel system, a 1D simulation was performed on the engine to be developed, and ignition timing optimization was investigated. In addition, fuel consumption was compared with that of a gasoline-based engine. The propane engine achieved over 95% power in comparison to a gasoline-based engine. During cold-start tests, starting performance at −15 °C was ensured. The purpose of this study is to provide guidelines to assist the development of LPG or propane engines based on gasoline engines through these processes.

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Section: Previous Studiesmentioning

confidence: 99%

Fundamental Study for Applying a Propane Gas Injection System in a Small-Ship Engine

Kim,

Park,

Woo

et al. 2023

Energies

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“…It involves hydrogenation of vegetable oils, which removes impurities and saturates unsaturated fatty acids. Rapeseed oil is the primary feedstock for RME production and HVO can be produced from various vegetable oils, such as palm oil, soybean oil, rapeseed oil or used waste cooking oil [50][51][52][53][54]. HVO has a 15.8-17.3% higher energy content than RME and so is closer in composition to fossil diesel fuel [41,42,55].…”

Section: Introductionmentioning

confidence: 99%

Research on the Performance Parameters of a Compression-Ignition Engine Fueled by Blends of Diesel Fuel, Rapeseed Methyl Ester and Hydrotreated Vegetable Oil

Žaglinskis,

Rimkus

2023

Sustainability

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This research compares the air pollution (CO, CO2, HC, NOx, smoke), energy (brake-specific fuel consumption, thermal efficiency) and noise indicators of a compression ignition engine fueled by first-generation biodiesel (rapeseed methyl ester (RME)) and second-generation biodiesel (hydrogenated vegetable oils (HVO)), or conventional (fossil) diesel fuel blends. The concentration of first- and second-generation biodiesel in two-component blends with diesel fuel was up to 15% and 30% (RME15, RME30, HVO15, and HVO30); for comparison, the three-component blend of diesel fuel, HVO and RME (RME15–HVO15) was considered. The fuels’ physical and chemical properties were tested in a specialized laboratory, and the engine load conditions were ensured by the engine brake stand. Referring to ship power plants with constant-speed engines, detailed research was carried out in one speed mode (n = 2000 rpm). Studies have shown that two-component fuel blends with HVO are superior to conventional diesel fuel and two-component blends with RME in almost all cases. The HVO in fuel blends reduced fuel consumption up to 1.8%, while the thermal efficiency was close to that of fossil diesel fuel. In addition, a reduction in pollutants was observed: CO by ~12.5–25.0%; HC by ~5.0–12.0%; NOx by ~6.5%; smokiness by ~11–18% (two-component blend) and up to ~29% (three-component blend). The CO2 and noise characteristics were close to those of fossil diesel fuel; however, the trend of reduced smoke emission was clearly seen. A fundamental obstacle to the wide use of HVO can be seen, however, which is the price, which is 25–90% (depending on the EU country) higher than the price of conventional (fossil) diesel fuel.

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“…The diesel engine is widely used as a modern power source due to its advantages in power, fuel economy and high reliability compared to gasoline engines. However, particulate matter (mainly soot, namely elemental carbon) emissions from diesel engines could result in an acute impact on both human health and the environment [1]. In practice, diesel engine filters (DPFs) are used to capture soot and meet the stringent emission legislations for diesel engines.…”

Section: Introductionmentioning

confidence: 99%

Soot Oxidation over γ-Al2O3-Supported Manganese-Based Binary Catalyst in a Dielectric Barrier Discharge Reactor

Zhu

Liu

et al. 2022

Catalysts

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In this work, soot oxidation was conducted over a series of Mn-X/γ-Al2O3 (M = Ce, Co and Cu) binary catalysts in a dielectric barrier discharge reactor. The soot conversion in the plasma–catalytic system was in the order of Mn/γ-Al2O3 (57.7%) > Mn-Co/γ-Al2O3 (53.9%) > Mn-Ce/γ-Al2O3 (51.6%) > Mn-Cu/γ-Al2O3 (47.7%) during the 30 min soot oxidation process at 14 W and 150 °C. Meanwhile, the doping of Ce, Co and Cu slightly improved the CO2 selectivity of the process by 4.7% to 10.3% compared to soot oxidation over Mn/γ-Al2O3.It is worth to note that the order of CO2 selectivity was in the opposite order with soot oxidation rate. The effects of discharge power, oxygen content in the carrier gas and reaction temperature on plasma–catalytic soot oxidation was systematically analyzed. The catalyst characterizations, including N2 adsorption–desorption, X-ray diffraction, X-ray photoelectron spectroscopy, temperature-programmed reduction by H2 and temperature-programmed desorption of O2, were conducted to illustrate the reaction mechanisms of plasma–catalytic soot oxidation and reaction pathways.

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The Impact of Alternative Fuels on Ship Engine Emissions and Aftertreatment Systems: A Review

Cited by 9 publications

References 111 publications

Fundamental Study for Applying a Propane Gas Injection System in a Small-Ship Engine

Fundamental Study for Applying a Propane Gas Injection System in a Small-Ship Engine

Research on the Performance Parameters of a Compression-Ignition Engine Fueled by Blends of Diesel Fuel, Rapeseed Methyl Ester and Hydrotreated Vegetable Oil

Soot Oxidation over γ-Al2O3-Supported Manganese-Based Binary Catalyst in a Dielectric Barrier Discharge Reactor

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