新造液化天然气发动机在最先进游轮实际运行中产生的甲烷滑移和其他排放物

IF 3.8 Q2 ENVIRONMENTAL SCIENCES Atmospheric Environment: X Pub Date : 2024-08-01 DOI:10.1016/j.aeaoa.2024.100285
N. Kuittinen, P. Koponen, H. Vesala, K. Lehtoranta
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引用次数: 0

摘要

近年来,液化天然气(LNG)作为航运燃料的使用有所增加。虽然液化天然气降低了二氧化碳 (CO2) 排放量,并在空气污染物方面带来了好处,但液化天然气的主要成分--未燃烧甲烷的滑移仍是一个令人担忧的问题。在这项研究中,对一艘使用液化天然气和船用燃气油(MGO)的新建游轮上的四冲程低压双燃料发动机的甲烷、其他气候变暖物质、二氧化碳和黑碳(BC)以及其他排放化合物进行了表征。研究发现,制动比甲烷滑移随发动机负载而变化,在 54-80% 负载时为 2.3-3.0 克/千瓦时,但在 25% 负载时增至 10 克/千瓦时,在 12% 负载时增至 21 克/千瓦时。与 MGO 相比,燃烧液化天然气也会导致更高的甲醛排放,但在双燃料发动机排气管中的选择性催化还原催化剂上观察到甲醛含量的降低,而没有尿素喷射,这表明它可能提供了一种缓解甲醛的途径。在颗粒物排放方面,与燃烧 MGO 相比,使用液化天然气可减少 87-93% 的颗粒物(PM)和 94-99% 的 BC。23纳米(PNnv,>23nm)和10纳米(PNnv,>10nm)以上的非挥发性粒子数分别减少了88%-97%和97%-99%,只有在发动机最低负荷时,PNnv,>10nm比使用MGO时增加了26%。如果考虑到包括二氧化碳和 BC 在内的温室气体(GHG)排放总量,使用液化天然气可使高负荷时的 GHG 排放量降低 13-15%,但低负荷时的甲烷逸散则削弱了这一优势。然而,根据船舶在地中海上运行 8 个月期间的发动机活动曲线显示,在柴油-电力游轮上,低负荷条件主要用于抵港和离港期间,因为发动机在 90% 的运行时间内都在 40% 以上的负荷下工作。代表发动机实际运行情况的加权排放因子导致甲烷滑移量为 2.8 克/千瓦时或燃料使用量的 1.7%,低于 FuelEU Maritime 考虑的值。结果表明,在评估船舶或船队的甲烷滑移时,应考虑特定负载的甲烷滑移以及发动机负载状况。
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Methane slip and other emissions from newbuild LNG engine under real-world operation of a state-of-the art cruise ship

Liquefied natural gas (LNG) use as shipping fuel has increased in recent years. While LNG results in lower carbon dioxide (CO2) emissions as well as benefits in terms of air pollutants, the slip of unburned methane, the main component of LNG, has remained a concern. In this study, methane together with other climate warming agents, CO2 and black carbon (BC), as well as other emission compounds were characterized from 4-stroke low-pressure dual fuel engine on-board a newly build cruise ship utilizing LNG as well as marine gas oil (MGO). The brake specific methane slip was found to vary according to engine load, being 2.3–3.0 g/kWh at 54–80% loads, but increasing to 10 g/kWh at 25% load and 21 g/kWh at 12% load. The LNG combustion also resulted in higher formaldehyde emissions compared to MGO, but reduction in formaldehyde levels was observed over the SCR catalyst present in the exhaust line of the dual-fuel engine, without urea injection, suggesting it may provide a pathway for formaldehyde mitigation. In terms of particle emissions, LNG use reduced particle mass (PM) by 87–93% and BC by 94–99% compared to MGO combustion. Non-volatile particle number above 23 nm (PNnv,>23nm) and 10 nm (PNnv,>10nm) were reduced by 88–97% and 97–99%, except at lowest engine load where PNnv,>10nm increased by 26% compared to MGO utilization. When total greenhouse gas (GHG) emissions including CO2 and BC were considered, LNG use resulted in 13–15% lower GHG at high loads, but the benefit was undermined by the escaping methane at low load conditions. Following the engine activity profile during 8-months of vessel operation on the Mediterranean suggested, however, that in a diesel-electric cruise ship, low load conditions are used mainly during arrivals and departures from harbors, as the engine was operated at loads above 40% for 90% of the operation time. Weighted emission factor, representing the actual engine operation, resulted in methane slip of 2.8 g/kWh or 1.7% of the fuel use, which is below the value considered in the FuelEU Maritime. The results suggest that load specific methane slip, together with engine load profile should be considered when evaluating methane slip on vessel or fleet level.

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来源期刊
Atmospheric Environment: X
Atmospheric Environment: X Environmental Science-Environmental Science (all)
CiteScore
8.00
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发文量
47
审稿时长
12 weeks
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