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A numerical and experimental study of marine hydrogen–natural gas–diesel tri–fuel engines

Zhao Rui, Xu Leping, Su Xiangwen, Feng Shiquan, Li Changxiong, Tan Qinming, Wang Zhongcheng

Polish Maritime Research

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2020

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nr 4

80--90

EN

Maritime shipping is a key component of the global economy, representing 80–90% of international trade. To deal with the energy crisis and marine environmental pollution, hydrogen-natural gas-diesel tri-fuel engines have become an attractive option for use in the maritime industry. In this study, numerical simulations and experimental tests were used to evaluate the effects of different hydrogen ratios on the combustion and emissions from these engines. The results show that, in terms of combustion performance, as the hydrogen proportion increases, the combustion ignition delay time in the cylinder decreases and the laminar flame speed increases. The pressure and temperature in the cylinder increase and the temperature field distribution expands more rapidly with a higher hydrogen ratio. This means that the tri-fuel engine (H2 +CH4 +Diesel) has a faster response and better power performance than the dual-fuel engine (CH4 +Diesel). In terms of emission performance, as the hydrogen proportion increases, the NO emissions increase, and CO and CO2 emissions decrease. If factors such as methane escape into the atmosphere from the engine are considered, the contribution of marine tri-fuel engines to reducing ship exhaust emissions will be even more significant. Therefore, this study shows that marine hydrogen-natural gas-diesel tri-fuel engines have significant application and research prospects.

2

Study on seawater scrubbing for SO2 removal from ship's power plant exhaust gas

Ma Yiping, Xu Leping, Su Penghao, Feng Daolun, Yang Kailiang

Environment Protection Engineering

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2020

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Vol. 46, nr 1

31--47

EN

The mechanism of SO2 absorption in seawater is investigated, and the experiment was carried out accordingly. Emphasis is on applications of seawater scrubbing of ship’s power plant exhaust gas containing SO2. The formulated model is used to predict the influence of various parameters on both pH of tailwater and seawater desulfurization capability, e.g., the partial pressure of SO2, the partial pressure of CO2, tailwater temperature, pH and alkalinity of seawater. Experiment results indicated that the seawater desulfurization capacity increases with both increasing partial pressure of SO2, pH and alkalinity and decreasing partial pressure of CO2 and temperature. The study shows the desulfurization capacity of seawater with 3.5% salinity is approximately twice that of freshwater. Different scenarios in which the required absorbent supply rate for a given SO2 removal efficiency are studied. It is observed a 97% removal efficiency, corresponding to meeting the SOx limits in the SOx emission control areas (SECA) while operating on a heavy fuel oil containing sulfur 3.5 wt. %, requires a minimum water supply rate of 0.0407–0.0683 m3/kWh, depending mainly on the water composition in terms of alkalinity and salinity. Such data are important in assessing the operation cost of the water scrubbing system.

3

Experimental investigation of seawater scrubbing of SO2 in turbulent contact absorbers and spray absorbers

Ma Yiping, Xu Leping, Zhou Junfeng, Yang Kailiang, Li Guoxiang

Environment Protection Engineering

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2019

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Vol. 45, nr 3

39--53

EN

The SOx emissions of the marine engine are regulated by international maritime conventions. In this paper, the effect of various parameters, including SO2 partial pressure, liquid to gas ratio (L/G), alkalinity and pH, was investigated by seawater scrubbing experiment in a turbulent contact absorber (TCA) and a spray absorber (SA) on a laboratory scale. The experimental data showed that the desulfurization efficiency of TCA was mainly dependent on the value of L/G and irrelevant to the changing way of L/G; the appropriate L/G of TCA was 2.3 dm3/m3 and pH of effluent water was 2.4–2.8 at the L/G of 1.1–2.8 dm3/m3. Comparatively, the desulfurization efficiency of increasing liquid flow rate was better than that of decreasing gas flow rate in the SA experiment. At the gas velocity of 1.58 m/s and L/G of 2.3 dm3/m3, the desulfurization efficiencies and drop pressures of TCA and SA were 75.9% and 42.4%, 690 and 260 Pa, respectively. The results indicate that TCA chosen as an absorber is likely to be a competitive desulfurization technique for controlling marine diesel emission.