The document discusses selective catalytic reduction (SCR) technology for reducing nitrogen oxide (NOx) emissions from marine diesel engines. SCR systems use a catalyst and injection of ammonia or urea to convert NOx into nitrogen and water. The document evaluates a commercial SCR system tested on a marine diesel engine, finding it efficiently controlled NOx emissions. SCR is a promising technology to help ships meet increasingly stringent emissions regulations for coastal waters.
The document discusses selective catalytic reduction (SCR) technology for reducing nitrogen oxide (NOx) emissions from marine diesel engines. SCR systems use a catalyst and injection of ammonia or urea to convert NOx into nitrogen and water. The document evaluates a commercial SCR system tested on a marine diesel engine, finding it efficiently controlled NOx emissions. SCR is a promising technology to help ships meet increasingly stringent emissions regulations for coastal waters.
The document discusses selective catalytic reduction (SCR) technology for reducing nitrogen oxide (NOx) emissions from marine diesel engines. SCR systems use a catalyst and injection of ammonia or urea to convert NOx into nitrogen and water. The document evaluates a commercial SCR system tested on a marine diesel engine, finding it efficiently controlled NOx emissions. SCR is a promising technology to help ships meet increasingly stringent emissions regulations for coastal waters.
The document discusses selective catalytic reduction (SCR) technology for reducing nitrogen oxide (NOx) emissions from marine diesel engines. SCR systems use a catalyst and injection of ammonia or urea to convert NOx into nitrogen and water. The document evaluates a commercial SCR system tested on a marine diesel engine, finding it efficiently controlled NOx emissions. SCR is a promising technology to help ships meet increasingly stringent emissions regulations for coastal waters.
Article Insights of Selective Catalytic Reduction Technology for Nitrogen Oxides Control in Marine Engine Applications Pierpaolo Napolitano 1 , Leonarda Francesca Liotta 2 , Chiara Guido 1 , Cinzia Tornatore 1, * , Giuseppe Pantaleo 2, * , Valeria La Parola 2 and Carlo Beatrice 1
1 Istituto di Scienze e Tecnologie per l’Energia e la Mobilità Sostenibili (STEMS-CNR), Via Marconi 4, 80125 Napoli, Italy 2 Istituto per lo Studio dei Materiali Nanostrutturati (ISMN-CNR), Via Ugo La Malfa 153, 90146 Palermo, Italy * Correspondence: [email protected] (C.T.); [email protected] (G.P.)
applications for effectively reducing NOx . SCRs can operate as a standalone technology; they show high levels of reliability and durability, and they do not require major engine modifications. This technology includes an injection of urea water into the exhaust gas; taking advantage of the exhaust gas heat, ammonia (NH3 ) is produced through urea thermal decomposition. NH3 reacts with NOx on a catalyst to convert NOx into molecular nitrogen (N2 ) and water (H2 O). The main global reactions occurring in a SCR are presented in Table 1.
Table 1. Main global reactions occurring in an SCR.
(a) 4NO + 4NH3 + O2 → 4N2 + 6H2 O (d) 4NH3 + 5O2 → 4NO + 6H2 O (b) 6NO2 + 8NH3 → 7N2 + 12H2 O (e) 4NH3 + 3O2 → 2N2 + 6H2 O (c) NO + NO2 + 2NH3 → 2N2 + 3H2 O (f) 2NH3 + 2O2 → N2 O + 3H2 O (g) SO2 + 1/2O2 → SO3
Reaction (a) represents the overall stoichiometry of the SCR process; it occurs rapidly in the presence of catalysts when the temperature is between 250 and 450 ◦ C and oxygen is in excess. Usually, NO2 concentration at the exhaust is very low (only 5% of the NOx ), so reactions (b) and (c) play a minor role in the process. As for the undesired oxidation reactions, those indicated with the letters d-f involve NH3 consumption and determine a reversal of NOx removal and the formation of N2 O as a by-product. These reactions can take place on SCR catalysts when the feed is low in NO, but they are negligible in the presence of NOx . Ammonia has been chosen as reducing agent in the SCR process due to its capability to selectively react with NOx in excess of oxygen. This property is not observed in other simple reagents such as hydrocarbons and carbon monoxide. Reaction (g) is the oxidation of SO2 , responsible for the formation of salts such as ammonium sulfate [4]. The core of the SCR technology is the catalyst system that has the role of improving the reaction efficiency by decreasing the activation energy and reaction temperature of NOx decomposition, increasing N2 selectivity in NOx reduction products and preventing the incidence of side reactions. Selecting the appropriate catalysts is critical when designing an SCR; its main characteristics should be high deNOx activity, strong anti-poisoning ability, high mechanical strength and a suitable operating temperature range [5]. Many catalysts have been demonstrated to be effective in SCR reactions. Noble and transition metal oxides are the primary active components, with TiO2 , Al2 O3 , SiO2 , zeolite and carbon serving as carriers. For low- and medium-speed marine engines, SCR technology is derived from power plant systems using diesel engines. While ammonia water can be used in power plants as a reducing agent, larger ships only use urea water solutions [6] for safety and storage reasons. The size of the urea–SCR system can also be an issue; the SCR urea consumption is estimated to be 8.5% of the diesel consumption [7]; this undoubtedly adds size and weight to the ship. Furthermore, the vibration resistance of urea tubes should be carefully considered. Pumping and dosing systems, as well as urea feed pipes, use welding connections whenever possible to avoid urea leaks [8]. Furthermore, the main challenges for marine SCR applications are low temperature sulfur resistance and low temperature activation. The latter issue is also a problem for cars, trucks and off-road applications and can result in the catalyst not working, for example at startup and during maneuvering [9]. In marine engines, the turbine downstream tem- peratures are generally below 150 ◦ C, making catalytic exhaust gas treatment impossible. For this reason, the SCR catalyst is usually placed on top of the turbocharger close to the engine to allow the highest possible temperature for an efficient NOx conversion and to avoid the formation of ammonium sulfates. In this case, the system is called high-pressure SCR (HP-SCR) and it is mostly used for two-stroke low-speed diesel engines. HP-SCR is characterized by a compact layout and high exhaust gas energy utilization rate, but it Catalysts 2022, 12, 1191 3 of 18
has a significant impact on the working performance of diesel engines and turbocharg- ers. Conversely, an SCR arranged after the turbocharger is referred to as low-pressure SCR (LP-SCR). This system has high adaptability and a lower impact on the engine and turbocharger but its denitration efficiency is inadequate for low-speed two-stroke diesel engines because of the low exhaust temperatures. For this reason, an exhaust gas heating device is usually installed before the SCR reactor [10]. In the frame of the above literature, it emerges that the investigation of NO SCR catalysts for marine applications and the issues related to on-board installation deserve further efforts. Some numerical investigations have recently been performed to predict the denitration efficiency, ammonia flow rate and other parameters of SCR systems for marine applications [11,12]; less effort has been made for experimental studies. Most catalysts for marine SCRs are V2 O5 –WO3 –TiO2 -based; vanadium and tungsten oxides coated on a titanium substrate [13]. V2 O5 is the active component (1–3%), which is usually impregnated on an anatase TiO2 support together with WO3 (~10%) to stabilize the vanadia and increase thermal durability. The typical maximum NOx conversion range is between ~250 ◦ C and ~450–500 ◦ C. Above this temperature, selectivity is reduced because NH3 is oxidized by O2 instead of reacting with NO [14]. A V2 O5 –WO3 –TiO2 SCR is commonly used as a stationary catalyst, but it has not been commercialized for vehicles due vanadium toxicity. Conversely, this type of SCR catalyst is appropriate for ships because of its high light-off efficiency, good sulfur resistance and low cost, so its demand in the market has increased. It is worth noting that zeolite-based catalysts can also be effective in catalytic exhaust gas aftertreatment systems because they are characterized by a high specific surface area and thermal stability. In recent years, many studies have improved the de-NOx performance and durability of Cu-zeolite catalysts that show excellent low temperature activity [15–18]. Fe-zeolite has great durability toward high temperature and poisoning; thus, it can be successfully used in after-treatment catalysts for heavy-duty diesel engines even if it shows a high activation energy, causing low light-off performance. Some researchers have compared V2 O5 –WO3 –TiO2 catalysts [19] with two kinds of Fe-zeolite (Fe-zeolite (1) and (2)). Their physicochemical characteristics were examined according to hydrothermal aging, sulfur poisoning and HCs co-existence. The results showed that V2 O5 –WO3 –TiO2 SCR was the least susceptible to sulfur poisoning because of Brønsted acid site effects and its NOx conversion rate was relatively higher at ~350 ◦ C. It resulted in being the most suitable for the reduction in exhaust gas from ship engines. Magnusson et al. [12] investigated how sulfur, water and low temperature affect NOx the reduction activity of a commercial SCR V2 O5 –WO3 –TiO2 catalyst in marine applications using urea as a reducing agent. The authors proved that for temperatures higher than 300 ◦ C, NOx reduction could be greater than 90%. Japke et al. [20] tested the performance of vanadia-based SCR catalysts obtained using the incipient wetness impregnation method. The study demonstrated that the preparation process had a strong effect on the catalyst’s NOx removal efficiency with ammonia and on the oxidation activity of soot and hydrocarbons. Zhou et al. [21] studied the catalytic activities of an extruded commercial monolithic V2 O5 –WO3 –TiO2 catalyst at low temperatures according to the working characteristics of marine diesel engines. The authors reported that for temperature below 150 ◦ C, the SCR reaction was mostly influenced by internal chemical reaction kinetics, and when the temperature was above 200 ◦ C, the most relevant mechanism affecting the SCR reaction was the reactant diffusion rate. The parameters that can improve NOx reduction were found to be space velocity, NH3 consumption and O2 /NO2 concentration in the gas mixture. Recently, Lai et al. [22] and Zhang in collaboration with some authors of the present paper [23] have pointed out that the catalyst’s preparation method, the titania surface area and crystalline structure, the vanadium and tungsten loadings and the calcination treatments strongly affect the morphological, structural, acidic properties and NO SCR performance.
Theory and Practice of Metal Oxide Catalyst Design For The Selective Catalytic Reduction of Nox With Nh3 Wenpo Shan Yunbo Yu Yan Zhang Guangzhi He Yue Peng Junhua Li Hong He Full Chapter
Theory and Practice of Metal Oxide Catalyst Design For The Selective Catalytic Reduction of Nox With Nh3 Wenpo Shan Yunbo Yu Yan Zhang Guangzhi He Yue Peng Junhua Li Hong He Full Chapter PDF
PDF Theory and Practice of Metal Oxide Catalyst Design For The Selective Catalytic Reduction of NOx With NH3 Wenpo Shan & Yunbo Yu & Yan Zhang & Guangzhi He & Yue Peng & Junhua Li & Hong He Download
