TO DET NORSKE VERITAS ES FOR APPROVAL OSHIMA SHIPBUILDING CO,, LTD. SHIP NO. 10313 KAWASAKI-MAN B&W 7S50MC-C DIESEL ENGINE Technical File for ~ Control of NOx Emission EMSC — P- te 423 DELIVERY | ORCERNO. 3162426 NOTES IES, To. ENT Ne CTION W Manatané February 5, 2001 428 007 901 RI BATE ‘DRAWING NO. | | | | Iee KAWASAKI HEAVY INDUSTRIES, LTD, TECHNICAL FILE FOR CONTROL OF NOx EMISSION ceriied as @ parent engine 428.007 80% Engine Engine Engine Project Test Rated Power Engine Manufacturer | Type Seria | No. | Cycte(s) | RatedSpeed | Approval L Number MEP Number | kawasaxt 2,948 KW | | Heavy 7SS0MC-C | 7896 | 3162428 z3 103 rimin | | Lindusiries. Lid. L 1eMPa | Technical File is prepared under the provisions of the Technical Code on Contra} of Emission of Nitrogen Oxides from Marine Diesel Engines adopted in respect to MARPOL 73/78. Content 1 2 ao 2 = Particulars of the engine -———___—. cee List of components and settings influencing NOx emission 2.4 Fus! oil injection system 2.2 Combustion chamber ming adjustment by shim 2.4 Scavenging & exhaust system Allowed components and settings —————- Engine group definition 4.4 Particulars (common items of engine group) 4.2 Use of engine (test cycle to be applied) 4.3 The range in an engine group covered by the parent engine Procedure for NOx emission measurement On-board NOx verification procedures Production conformity procedures ~ Emission test results Appendices A: Plan for NOx peti HS surement on Test Bed, Dwg No, 428 121 726 Sheet No. On-board NOx Verification Procedure, Dwg No. 428 007 802 /EMSc-P-cre 432 8: Ci Report from Test Bed Measurement, Owg No. 428 121 901 D: Calibration data for measuring equipment2B| KAWASAKI i! HEAVY INDUSTRIES, LTB. Particulars of the engine Engine manufacturer 425 007 901 | KAWASAKI HEAVY INDUSTRIES, LTO. Type of engine (engine family or group, if applicable) | SOME (Engine Group: Kawasaki-S80C-01-1) Engine serial number 7896 Engine type and specification of all engines within the engine group BONC-C Combustion cycle Two siroke cycle Cylinder number and configuration 7 Displacement per one eylinder 350 Hers | Bore x Strake OO mm x 2000 mim Rated output aoa RW Rated speed 708 rimin ‘Waximum cylinder pressure at rated power 15.0 MPa Mean effective prassure at raled power [ 180 MPa Type of combustion chamber | Single chamber | Method of air aspiration ‘Constant pressure turbocharging system with exhaust gas turbocharger | Fustinjection system Direct injection by Bosch type injection pump | Fast ype Marine Diesel OuHeay Fuel OW Tomer pannesTgaerecicaon WA (rot appleable) Inox Waterfemuision injection WA, Reducing [Airinjecton WA Device | Exhaust afsrieatment A a [Date cFenaine Buia 2001.3. Place of pre-certiication suney | RAI Rabe Works Dale of pre-ceriiicalion survey 2007.3. Applicable NOx emission lik Tro enw (Regutation 43 of Annex VI, MARPOLT3/78) Corrected NOx at ISO ambient and reference performance conditions 75.2 gh2B) KAWASAKI HEAVY INDUSTRIES, LTD, 428 007 201 2. List of components and settings influencing NOx emission ‘The following list summarizes the components and settings influencing NOx emission, Hf any adjusiment, parts replacement and modifications ara carried out, they shall be verified for the compliance with this list. And they shall be recorded chronologically in the engine’s record book of engine parameters, When the engine parameter check metho is carried out, the conformity of the components is to be confirmed by the identification procedures in the following list. 2.1 Fuel ollinjection system { Tdentfication procedure: | Fuel cam timing | 8.181 deg* See Appendix B "On-board verification procedure", i identification procedure: Fuel cam Part No. (D-number) Check Part No. (ID number) 1173321-5 stamped on the fuel cam. ‘See Appendix B. “Definition to be referred to Appendix B ] Taeniification procedure: Fuel injection | Type: fon bt ,, | Check Part No, (ID number) nozzle Needle type | [;%BMPet | stamped on the nozzle. $0 | See Appendix B. Fuel pump Type : Bosch type Tentification procedure: Plunger Part No. (ID-number) Check Pari No. (ID number) A1T11B2-5 stamped on the plunger. See Appendix B | | identification procedure: ae Pari No. ( 1O-number) ‘Check Part No. (1D number) 1170728-8 stamped on the barrel See Appendix B.22 24 KAWASAKI HEAVY INGUSTRIES, ITD. Combustion chamber s2ecct Combustion chamber Type : Single chamber Part No. (ID-numben Cylinder cover 4170527-3 Ideniification procedure: Check Part No. (ID-number) stamped on the cylinder cover. See Appendix B, Part No. (\O-number) identification procedure: Check Part No, (|D-num 1170584-6 slamped on the cylinder liner. ‘See Appendix 8. Piston crown 4170826-4 stamped on the piston crown See Append © ) | Identification procedure: Oytinder nee | Par No, o-nurben Check Part No. (\O-numer) i Compression ratio Shim thickness Tgeniification procedure: ‘Check the shim thickness ‘See Appendix B. _lnjection Timing adjustment by shim | Testbed Pmax adjustment adjustment_| condition [Pmax at 25% power | 6.59 MPa 6.7 MPa ] Reference | To be checked by actual record, in terms of ' - interme tine [Prax at80% power | 881 MPa | 700 MPa power [Pmaxat76% power | 1280MPa | i29MPa [Pmax at 100% power | 14.26 MPa | 15.0 MPa Scavenging & exhaust system TType identification procedure Turbocharger 7 7 Name Piale | Nasrrro sos7 (Type & Specification) | See Appendix B, T Identification pracedui Air cooler [Type | Name Plate | Bewoiseas-r4 (Type & specification) | ‘See Anpendix B. i [lead angie Exhausteam | 25 deg Part No. (JD-number) 4473320-3, oe Model: TE ~ $4VY ~6 | Aumiliary blower | Capacity ; 2.06 nls at 5.6 kPa | 3.94 mils at 3.2 kPa Identification procedure Check the timing angle and Part No, (IO-number) See Appendix 8. identification procedure: Name Plate See Appandix 8. *Dafinifion to ber erred to Appendix 8sp] KAWASAKI HEAVY INDUSTRIES, LTD. 228.007 861 Testbed Reference Scavenging air adjusiment contition * temperature 25% Power 35 33 ‘50% Power 3 30 ae Ey | 75% Power 35 | 32 | 100% Power 38 a et “For the air cooler coolant lemperature of 25°C Test bed Reference Exhalist back adjustment Cylinder maximum pressure (Pmax) * Scavenging air temperature (Tc) * Turbine back pressure In the summary table, the measured NOx concentration is corrected for the ISO ambient condition, further more the NOx emission ratio is corrected for the reference performance condition ‘The correction factor and the formula are explained in the excerpts from MAN B&W paper “Ambient correction factor for MBD 2 stroke engine” and “Influence of Pmax, Tse, and back prassure on ISO corrected NOx value” included in Chapter 8, 6. Ori. board NOx verification procedures ‘The parameter check method is to be used as On-board Verification Procedure. into two stages: ‘The parameter check method is divide (1) Physical Parameter Check (2) Performance Parameter Check In tha Physical Parameter Check, all Part No. (|D numbers) and settings of NOx influencing ‘compenents defined in Chapter 2 are to be checked according fo "On-board NOx verification procedure", Dwg. No. 428 007 802, ln Performance Parameter Check, the engine performance data influencing NOx level are to be evaluated against the certified tolerance range. Details are mentioned in Appendix B.| KAWASAKI HEAVY INOUSTRIES, LTD. teaeeraih 7. Production conformity procedure In KAWASAKI HEAVY INDUSTRIES CO., LTO. all process of the products, including coniract, design, production, installation, and serving are practiced according to ISO 2001 of the quality control system that have approved by third party. And the quality control system is also applied to production of the parts/components of influencing NOx emission, In case that an engine spare part is ordered after the delivery, the drawing number of initial production is identified and the part that is produced and inspected by same drawing, are supplied Moreover the parts/componenis of influencing NOx emission are attended as follows. Specification of spare parts/components that influence NOx emissions shall be in accordance with Chapter2 lf any modification is made to parts or components technical documentation which certifies compliance with the NOx limits shall be prepared and approved prior to such modifications being introduced to engine in service. When their replacement and modification are carried out. they shall be recorded chronologically in the engine's record book by ship's crew The guarantee to receive the correct component can only be achieved by ordering the new component from the original engine manufacturer.8. Emission test results ‘The test results are summarized in the table below, and the measured data are in Appendix C Bower Ri Engine soe0d c/a) a [BSPC mneseured (e/a) ILO infat tome (C) [LO inivs presa (Pat) 2 hundity (Fe ag CC) TS, [Seav sir nress (lPa) Poe Scar ar terp (0). Toe [ric-speed in) Seoo Trad Tez00 a7) 025) 032 [Exh como .baf turbine CC). 298 | 360 | 380. [Exh orp aft urine) 23 gis Fe [Exh tome af evinger °C] 78] 218290 21 gas Sack prese GFaG) [ies iss 30 | a a O32 7 a te eat at as ar [Sacket eseing water cutet tomo (°C [air cocler cooling watar cutlet tome (CD Pax (ha Taa0. Wass Pee (NPs LC That NOx concentration (pom dy 142 416d 113s 0a [0, concontration Cs dry) igae)7g95| 1813) 1807 [00 concentration (opm dO) ai 2 ssi ao [C0, concantation dy) aril g70) 387,431 IHC coneanirtion (oom weil 251 eT saa | Weeecaiercfaveten oc GPa Pa [aie iva ae [Abs humidity ef suction air (o/h) Ha | [Vener press of acav ai (Pa) Po [abs humidity of sea ar (pig) Hee 285 Fuel sosciicatin factor FFE 474 [Exhaust exe donsity kg/m") EXHDENS 128[ 128 ies oat a aeoss | 54872 | 78 08 (0.985 [0552 [Wet/Dry correction faster Ri Wot evkaust gas fow (ke/h) GEXAW Humiaity carreetien factor KHOIES. 1 = ‘mass fow Gas mass Gah) | 225) 350" 598 2505. 508 a [cies asin ees (Those ] ais) S770] vee] Eieyele Wm) | 180, wo) 12s ot 32 1501MAN B&W Diesel A/S AN fBew) | Ambient correction factor for MBD 2 stroke engines i Purpose | ‘The purpose of this paper is to document the MAN B&W developed ambient correction factor. Introduction: 1 ‘The [MO regulation opens for the possibilty 19 use other ambient correction formula, iit can be justified or validated upon agr2ement of the partis involved and if approved by the administration ‘An ambient correction factor vatid for all main and auxiliary marine engines regardless of 2- or 4-stroke ‘operation is presented in the IMO regulation. This forrnuls corrects for ambient humidity, ambient temperature and scavenging air temperature based on @ reference sea water temperature, MAN B&W Diesel has questioned whether this formula |s vad for large two stroke engines with a spacifled design maximum pressure. new ambient correction formula was therefore developed. Evaluation of the IMO ambient correction factor According to the IMO reguiatian, the feliowing ambient correction fector can be used for diesel engines with intermediate air coolers: 1 a Seoms “] gaia, =10TI)= 0007S Ur, = B08) 0002S is ‘scact } where: imbient correction factor to be multiplied to the NOx concentration H, = Humility of the charging air (seavenging ir) T,= Ambient temperature = Temperature of intercooled air (scavenging air temperature) ‘Tecea = Reference temperature of the intercooied air (scavenging air) correspanding to a sea water of 25°C Figure 1 (at the end of paper) presents ant example of the [MMO ambient correction factor at 100% load for ‘constant scavenging air temperature. The figure shows that the IMO ambient correction formula peaks at high ambient temperature and high humidity and has @ minimum at low ambient temperature end low humidity. The ambient correction factor has @ value within the range of 0.836 to 1,055 {for constant, Scavenging air temperature). Based on emission measurements performed on 2-stroke engines for the last 25 years, itis MAN B&W ‘experience that the IMO correction factor is incorrect due to the following reasons Tao targe range of ambient carection factor ltis MAN BQW experience thal the range of 0.838 to 1.035 (far constant scavenging air lemperature) is too wide a range far large 2-stroke engines. We have only experienced smaller differences when tested similar engines at different ambient conditions.MAN B&W Diesel A/S RARE Baw | ‘Scavenging airtemperature is noi an direct ambient condition but ambient pressure has i be included as aa ‘Tne scavenging alr temperature is dependent upon the cooler system {central cooling or seawater cooling), | coolant flow and coolant temperature. The scavenging air temperature is to some extant an adjustable fealure simular lo the maximum pressure and should therefore nol be considered an ambient condition. ‘The amabient pressure should be included as an ambient condition, since the ambient pressure Influences the inlet conditions to the compressor and the outlet conditions of the lurbine thereby influencing scavenging air pressure nd air amount. It is MAN B&W Diesel philosophy that ambient temperature, ambient pressure and ambient humidity are ambient conditions which needs to be included in ambient correction factors, while ‘and turbin2 back pressure are adjustable features which The ambien! corractinn fastor is made tar 4 sicoke engines ‘One of the major differences between the operation of 2- and 4-stroke engines is the maximum pressure Gesign criteria for 2-stroke engines which means that the maximum pressure is to be kept at the specified value during operatfon, The maximum pressures for 4-siroke engines are not subject to same design criteria, Figure 2 shaves an exaggerated example of the influence of ambient temperature on cylinder pressure for a 2- and & 4-stroke engine, The reference condilion is made similar for both the 2- anc the 4-stroke engine wilh € compression pressure of approximately 125 barabs and a maximum pressure of approximately 148 barabs, An increase in ambient temperature wil for both the 2- and 4-stroke engines resulls in a lower scavenging air pressure, thereby reducing the compression pressure, For the 4-stroke engine the maximum pressure will Gecrease as a consequence of the lower compression pressure and similar injection timing. For the 2-stroke ‘engine the situation is different, in order to full he maximurn pressure design criteria, the engine needs advanced injection timing as shown on the figure. The NOx emission will be different for the two cases. For the 4-stioke engine the increase in ambien! temperature wil result in a lower NOx emission due to the lower maximum pressure. For the 2-stroke engine, the Increase In ambient temperature will result in a higher NOx emission (even though the maximum pressure is similar to reference) due to the lsrger difference betwaen compression pressure and maximum pressure which results in a more apid pressure rise giving a higher NOx emission, ‘The formula shows thal the IMO ambient correction peaks at high ambient temperature and has a minimum ‘a low ambient temperature, which is in accordance with a 4-stroke engine but opposite to @ 2-stroke engine. ‘The influence of ambient hurt reacts similar for 2- and 4-stroke engi Using NOx function te derive MAN B&W ambient correction factor Its not possible to accurately verify ambient correction factors on large 2-stroke engines due to the engine size and the large sir amount consumed by the engine. Smalter engines can be placed in a ambient controlled room and the ambient conditians can be changed one af a time. This is unfortunately not possible for large 2-stroke engines. MAN B&W have developed a madel (NOx function) to predict the NOx emission based on performance dala {2]. Using this modal in combination with the engine simulation program TAPCODE and the CFD pragram STAR-CD makes It possible to calculate the influences of ambient conditions and theraby developing a new ambient correction factor valid far MAN B&W engines, Appendix A presents a MAN B&W publications describing the engine simulation program TAPCODE, “The engine simulaion programm TAPCODE does not include ambient humidity within the thermodynamical calculations, To include the influence of amnbient humicty on engine performance, a STAR-CD humbly CFD ‘model has been used. Table 1 presents the engine simulations for 2 @SGOMC engine performed by TAPCODE and STAR-CD at 100% and 75% load, Simmer simulations nave been parfarmed with other engine types, Dut due to the designMAN B&W Diesel A/S MAN Baw and operating performance similacties for all MAN B&W engine types, the SGOMC engine simulations represent all engine lypes. Figure 3 and Figure 4 presents 2 comparison of calculated compression pressure for different ambient conditions for a S8SKIC, SSOMC and KOOMC engine. The figures indicate that the differences are small for the different engine types, The sinnutations iu Table 1 are performed with vurlable Injection thning in order to fifi the maximum pressure design criteria of 141 barabs and 126 barabs for 100% and 75% load, respectively. Based on the performance output of the éngine simulations, the NOx emission value is calculated using the NOx function. ‘The NOx emission value is given in the last column of Table 4 Simbiation number Ai — A6 are ambient pressure simulations, 81 —87 are ambient temperature simulations and D1 —D6 are ambient humidity simulations, The simutaiians A1 —A6 and B1 ~B7 are perfomed using only the TAPCODE simulation program, ‘The embien’ humidity influences the scavenging air pressure, compression pressure ang scavenging alr mount. The influence of ambient humidity on scavenging sir pressure, compression pressure and air amount calculated using the STAR-CD humidity CFD model is shown tn table 2, These results are used for the D1 — 08 simulations in Table 1, The simulation D1 is the reference simulation for the ambient humicity simulations 01 ~D6 similar to the ‘ref simutation for At — AS and B41 ~ B7. ‘The MAN B&W developed ambient humidity correctio pressure is defined as: cluding ambient humidity, temperature and 2) ConNO, (H,, 7, Pano "ES, “OF AF, - 298.15) + pa ~1000) where Ha: Water content in scavenging air [gH:O/Kadryair). reference condition is 10.71 gH,O/Madryair similar to tie IMO ambient correction formula (1) T,: Ambient airtemperature {K], reference condition is 288.18K similar to the IMO ambient correction formula [1]. C1-C3: Cosificients H, can be calculated the following way: @ 6) 6 where: H, water content at ambient-air condition (¢ relative humidity of intake air (rel,%) saturation vapour pressure al ambient-ai condition (Pa) total baromeitic pressure (kP2) water content at scavenging-sir condition (gH2Orgdryait) scavenging-air pressure {KP2) saluralion vapour pressure al scavenging-aicconition (kPa) *2ONKQTyaIN)MAN BaW Diesel A/S RLY Bew ‘The saturation vapour pressure is only a function of temperature and can be cele lated the following way: © where T is the temperature jn Kelvin, The values of the coefficients C1 - C5 can be derived using the resulis from the engine simulation of ambient conditions in Table 1 ‘The following equations are set up in order to derive the coefficients C1 — C3: Example for 100% load ComtNOxtu) = minimum NOxcref) 17.00 120 ego?) = imsm wp Roon he NOx). ‘orene 2 NOx) pia Nox, Connox(Ds) NOx) ~ 16.20 iouans iving 20 equations for both 100% load and 75% load, These equations can be solved in order to find the coefiicients C1 ~ C3, The cosfticients for 75% load are assumed to be valid for 50% and 25% load, ‘The coefficients are: Et | Load i 1 o I os 0.00994 1 0.00144 1 0.06007 78-50. -0.00505 1 0.00145 i 0.00011 ‘Table S, Coefficients forthe MAN Baw developed ambienl correction faclor Equallon (2). The coefficients are valid for all MAN B&W engine types, Figure § and Figure 6 presents the MAN B&W develoned ambient correction tactor far constant ambient pressure, The figures shows that the MAN B&W developed ambiont correction factor peaks al low ambient temperature and hes 2 minimum at high amiient temperature which is opposite to the IMO ambient correction factor. References: (th Annex Vi of MARPOL 73/78, Regulations fer the prevention of air pollution from ships and NOx technical cade, ISBN 92-807-6089-3. [2]: MED publication: NOx function — Model to predict NOx emission,Figure 1-4 Influence of maximum pressure on !SO corrected NOx value 100% Load yo oteiex g 02-4 7 SE 5 | 23 4 3 i a 2} .2-| Analysis has etown that the Patex— i } reference val care ‘shifted _Jpewveen 191 béravs and 158 babs, + seers i i 0:6- Delta Pmax (ber) £ os. ; 78%, Load ot I 20.76% = a 02-+— ‘ z z 3 g | ; + 4 2 4 9 3 g Analylsas then thet he Fax a. + 0:2+|—reference-velle can’ ‘be- shied betwaba 116 barabs afd 140 Bara, sill ukng he arated 04-|-equaton—f ‘ -0:6- - Delta Pmax (bar) ton curves.xls Mxgizeat* Figure 1-2 Influence of maximum pressure on ISO corrected NOx value | - 06- — 50% Load | | i oA ~~ | ye aTaae] 1 | | ef ~ 02+ 4 z T / zy | { Ss | gr | | ’ Peereeeeere 24 2 4 $ 2 a| 3g 7 o2. Analysis haslshown thatthe Prax tlerence value cat be shied r 04~|—pativesn 8 harabe ana 10d berabe, | stil using the same stated equation. os-t L Delta Pmax: (barabs) i" fe T T 25% Load. os. yooa7ane ; ; 7 + 02-} g i § T ’ 24 + } ; i 8 : i = 02+ ! t | | | I i | | ‘Analysis hes shown thatthe Prax | L A [gy reference vale, cer. be.shited___| ‘a i | between 65 arabs and 79 barabs, | st using thelsame stated equation i | 06 7 — | | Delta Pax (barabs) final nox corraction curves.xis poner isFigure 2-1 Influence of scavenging-air temperature on ISO corrected NOx value 015 — T 100% Load y =0.0224%, = 0.055 ~ 5 | z | 2 | gt i I | 25 4 4 8 2 4 3 é 0.08 | Analysis has shown that he Teeay reference value ean 011-7 —shited betmeerr25 dag.C and dag.0, sil usha the same stalls equatien 0.15: Delta Tscav (deg.C) - 7 046 1 75% Load y= 0.0200 ! 1 5 S gf Zs 2 é 3 8 0.05 Zoahelahdp shown thatthe fecay | | reference value canbe i ~0:t-} —ahitacbatveen 22 deg. Cand 2.6, sil ising the same sated ! equation, 0.18 Delta Tscav (deg.c) l final nox correction curves. xfs: Figure 2-2 Influence of scavenging-air temperature on ISO corrected NOx value T er T aan — | 50% Load | | | | ova po : | y= 0.208 | | | 1 = -0.05- 43 é | | at ‘ | i & 2 | 4 4 4 7 Anais hep shown tate foes | telerence via pn | ! -0.1-|—shited bebloen22 deg.C-er | 1 | deg, sttlising the same slated | | equation, a83+ — | Delta Tseav (dog.c) L ( 0157 25% Load | | os y= 00205 i = | __ eos Z 1 5 | | 1 - 3: t 1 ; + ¢ i i 3 | o0s-| Analysis hak chown that tneltsoey j reference vue lan be ; hited baboon 22 deg. enld74 at ay seg stisingtne same stated _—___} i | i equation. | | | _! Delta Tscav (deg.C) al rox cocrsetion curves.ala = MxGR43Figure 3-1 Influence of iurbine back pressure on ISO corrected NOx value Balta NOx (gw S : 0065 —~ —— 100% Loud | y=0000%| an i 0.02 =o ito 150 eal ‘hab Shown that tha lirbine back pressire referance valle Gan be shitied bettveen a Tan afd BOOT Deita turbine back pressure (mmvvC) using the seme st ; 0.08 - 75% Load a. y= 0.000%%| = 002. | z | | z i r x | | & 2is “90 A $ as 5 a ~0.02-} i : reine | back aresture raterence valle f eniereu cong deg bebren | To meme dd £00 mC, | using he same stale equation, L -0.08 L L Delta turbine back pressurs (mmWC)Figure 3-2 Influence of turbine back pressure on ISO corrected NOx value | 2.08: 50% Lead | 0.04~ Delta NOx (e/kwt O mmWC and 600 mmwe, dt Using hs game steted evation. mi | 9.06: Dolta turbine back pressure (mmWc) 0.06. 25% Led ¥ = 0.0008x/ nee Delta Nox (gan Analysis haalshown thatthe tufbine back pressure reference veut 0.04 sgnbe shifted betvean. Omen WC and 699 mmWC, atl slag the sae stated equate L 0.08: Dalta turbine back pressure (mm\WC) final nox correction curves.x's 1g mxayasa4iB) KAWASAKI HEAVY INOUSTRIES, LTD. éenont 001 Appendix A Plan for NOx Measurement on Test Bed