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EPA 453 R-93-032 ACT Nox Emissions from Stationary

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EPA 453 R-93-032 ACT Nox Emissions from Stationary United States Mflce of Alr Qmffty EPA453R-93032 Envi~uunantalhotdon Pbnning 4 Standards Jdy 1993 Rese& T&wb Park NC 277 11 Alternative Control Techniques Document -- NOx Emissions from Stationary Reciprocating Internal Combustion Engines ALTERNATIVE CONTROL TECHNIQUES DOCUMENTS This report is issued by the Emission Standards ~ivision, Office of Air Quality Planning and Standards, U. S. Environmental Protection Agency, to provide infomation to State and local air pollution control agencies. Mention of trade names and commercial products is not intended to constitute endorsement or recornendation for use. Copies of this report are available--as supplies pennit--from the Library Services Office (MD-35). U. S. Environmental Protection Agency, Research ~rianglePark, North Carolina 27711 ( [919] 541-2777) or, for a nominal fee, from the National Technical Information Services, 5285 Port Royal Road, springfield, Virginia 22161 ([800] 553-NTIS). TABLE OF CONTENTS 1.0 INTRODUCTION .................... 2.0 SUMMARY ...................... 2.1 UNCONTROLLED NO EMISSIONS ........... 2.2 CONTROL TECHNIQ~SAND ACHIEVABLE NO, EMISSION REDUCTIONS .................. 2.2.1 Control Techniques for Rich-Burn SI Engines ............... 2.2.2 Control Techniques for Lean-Burn SI Engines ..:............ 2.2.3 Control Techniques for Diesel and Dual-Fuel CI Engines ......... 2.3 CONTROL TECHNIQUES COSTS AND COST EFFECTIVENESS 2.3.1 Costs and Cost Effectiveness for Rich-Burn SI Engines......... 2.3.2 Costs and Cost Effectiveness for Lean-Burn SI Engines ......... 2.3.3 Costs and Cost Effectiveness for Diesel Engines ............... 2.3.4 Costs and Cost Effectiveness for Dual-Fuel Engines .......... 3.0 DESCRIPTION OF INTERNAL COMBUSTION ENGINES AND INDUSTRY APPLICATIONS .......... 3.1 OPERATING DESIGN CONSIDERATIONS .... 3.1.1 Ignition Methods ........ 3.1.2 Operating Cycles ........ 3.1.3 Charging Methods ........ 3.2 TYPESOFFUEL ............. 3.2.1 Spark-Ignited Engines ..... 3.2.2 Coqression-Ignited Engines . 3.3 INDUSTRY APPLICATIONS ......... 3.3.1 Enginesizes .......... 3.3.2 Oil and Gas Industry .......... 3.3.3 General Industrial and Municipal Usage . 3.3.4 Agricultural Usage ....... 3.3.5 Electric Power Generation ... 3.4 REFERENCES .............. 4.0 CHARaCTERIZATION OF NO EMISSIONS ......... 4.1 FORMATION OF EMISSIONS............ 4.1.1 The Formation of NO ......... 4.1.2 Formation of Other bssions ..... 4.2 FACTORS THAT INFLUENCE NO KMISSIONS ; .... 4.2.1 Engine Design and BPerat ing Parameters . 4.2.2 Fuel Effects .............. ....... 4.2.3 Ambient Conditions ........... 4.3 UNCONTROLLED EMISSION LEVELS ......... 4.4 REFERENCES FOR CHAPTER 4 ........... iii TABLE OF CONTENTS (continued) ease 6.3.3 Control Costs for A/F Adjustment and Ignition Timing Retard . 6.3.4 Control Costs for SCR Applied to Lean-Burn SI Engines . .. 6.3.5 Control Costs for Conversion-to Low-Emission Combustion . :. 6.4 CONTROL COSTS FOR COMPRESSION IGNITION (CI) ENGINES . 6.4.1 Control Costs For Injection Timing Retard 6.4.2 Control Costs for Conversion to Low-Emission Combustion . 6.5 REFERENCES FOR CHAPTER 6 . 7.0 ENVIRONMENTAL AND ENERGY IMPACTS . 7.1 AIRPOLLUTION. 7.1.1 NO Emission Reductions for Rich-Burn SI Lgines . 7.1.2 NO Emission Reductions for Lean-Burn Sf Engines . 7.1.3 NO Emission Reductions for Diesel CI Sngines . 7.1.4 NO Emission Reductions for Dual-Fuel CI ffngines . 7.1.5 Emissions Trade-offs . 7.2 SOLIDWASTEDISPOSAL . 7.3 ENERGY CONSUMPTION . 7.4 REFERENCES FORCHAPTER7 . APPENDIX A APPENDIX B LIST OF FIGURES Figure 2-1. Total capital costs for NO, control techniques supplied to rich-burn SI engines. ............-.. Figure 2-2. Total annual costs for NO' control techniques applied to rich-burn h engines (8,000 hr/yr).............. Figure 2-3. Cost effectiveness for NO, control techniques applied to rich-burn engines (8,000 hr/yr) .............. Figure 2 -4. Total capital costs for NO control techniques applied to fean-burn SXengines. .............. Figure 2-5. Total annual costs for NO control techniques applied to lean-burn 31 engines (8,00Ohr/yr). ............. Cost effectiveness for NO control techniques applied to lean-burn 51 engines (8,OQObr/yr), ............. Figure 2-7. Total capital costs for NO control techniques applied to &el engines. Figure 2-8. Total annual costs for NOx control techniques applied to diesel engmes (8,000 hr/yr) Figure 2 -9. Cost atfectiveness tor NOx control techniques applied to diesel englnes (8,000 hr/yr) Figure 2-10. Total capital costs for NO control techniques applied to &a1 - fuel engines Figure 2-11. Total annual costs for NO, control techniques applied to dual-fuel enginee (8,00Ohr/yr). ............. Figure 2-12. Cost effectiveness for NO, control techniques applied to dual-free engines (8,000 hr/yr) .............. LIST OF FIGURES (continued) Pase Figure 3-1. Two-stroke, compression ignition (blower-scavenged)IC engine cycle. Two strokes of 180° each of crankshaft , rotation, or 360° rotation per cycle . Figure 3 - 2. The four-stroke, spark ignition IC engine cycle. Four strokes of 180° each of crankshaft rotation, or 720° of rotation percycle ............... Figure 3 - 3. Turbocharged, intercooled, large-bore ICengine ............... Figure 4-1. Effect of air/fuel ratio on NO,, CO, and HC emissions ............... Figure 4-2. Impact of different fuels on NO, and CO emissions Figure 5-1. The effect of air-to-fuel ratio on NO,, CO, and HC emissions .......... Figure 5-2. Parametric adjustments and the effect of ignition timing retard for a rich-burn engine model .............. Figure 5-3. Parametric adjustments and the effect of ignition timing retard for a second rich-burn engine model ......... Figure 5-4. Stratification of the air/fuel charge using a prestratified charge control system . Figure 5-5. Schematic of a prestratified charge system . Figure 5-6. Schematic of a nonselective catalytic reduction system design with a single catalytic reactor ........... Figure 5-7. Schematic of a nonselective catalytic reduction system design with two catalytic reactors ........... Figure 5-8. LOW-emission engine combustion chamber configurations ............. Figure 5-9. Low-emission engine combustion chamber with a precombustion chamber ........ vii LPST OF FIGURES (continued) Figure 5-10. The effect of A/F adjustment on NOx emissions for two lean-burn englne modela. ................ 5-44 Figure 5-11. The effect of A/F adjustment on NOx emissions for four identical lean-burn engines ................ 5-46 Figure 5-12. The effect of A/F adjustment on emissions and fuel efficiency for a lean-burn engine . 5-48 Figure 5-13. The effect of ignition timing retard on NO, emissions for four 'dentical lean-burn engines. 4k. ......... 5-50 Figure 5-14. The effect of ignition timing on emissions and fuel efficiency for a lean-burn engine. ................ 5-52 Figure 5-15. Schematic of a selective catalytic reduction system. ........... 5-56 Figure 5-16. Cutaway view of a honeycomb catalyst configuration ............. 5-57 Figure 6-1. Total capital and annual costs and cost effectiveness for A/F adjustment in rich-burn engines, based on installation of an automatic A/F adjustment system and controls. ............... 6- 12 Figure 6-2. Total capital and annual costs and cost effectiveness for ignition timing retard in rich-burn engines, based on iastal1,ation of an electronic ignition system. ........*....... Figure 6-3. Total capital and annual costs and cost effectiveness for A/F adjustment and ignition timing retard in rich-burn engines, based on installation of automatic A/F adjustment system and controls and an electronic ignition system. ................ viii . .. .. , . , . ,. .. ,< . , . -. ,. , . .,. , , 1 , .. - - . I . , . ... .. - LIST OF FIGURES (continued) Pase Figure G-13. Total capital and annual costs and cost effectiveness for ignition timing retard in lean-burn SI engines, based on installation of an electronic ignition -. system. ................ Figure 6-14. Total capital and annual costs and cost effectiveness for A/F adjustment and ignition timing retard in lean-burn SI engines, based on addition of a new turbocharger and an electronic ignition system. ................ Figure 6-15. Installed costs for selective catalytic reduction estimated by catalyst vendors for gas-fired, lean-burn engines .... Figure 6-16. Total capital and annual costs and cost effectiveness for selective catalytic reduction for lean-burn SI engines, including a continuous emission monitoring system. ........... Figure 6-17. Total,capital and annual costs and coat effectiveness for injection timing retard in diesel engines, based on installation of an electronic ignition system. ... Figure 6-18. Total capital and annual costs and cost effectiveness for injection timing retard in dual-fuel engines, based on installation of an electronic ignition system. ................ Figure 6-19. Installed capital costs for selective catalytic reduction estimated by catalyst vendors for diesel and dual-fuel engines Figure 6-20. Total capital and annual costs and cost effectiveness for selective catalytic seduction for diesel engines, including a continuous emission monitoring system . Figure 6-21, Total capital and annual costs and cost effectiveness for selective catalytic reduction Eor dual-fuel engines, including a continuous emission -monitoring system ........... LIST FIGURES (continued) Ease Figure 6-22. Total capital and annual ~fi~ra2nd cost - - t LIST OF TABLES TABLE 2-1. AVERAGE HEAT RATES AND UPJCONTROLLED NO EMISSION FACTORS FOR RECIPROCATI~
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