Autonomous real-time sulfur dioxide and carbon dioxide monitor for marine exhaust emissions

Abstract

A marine sulfur dioxide emission monitoring system includes a self-powered emission sampling device that requires low power to operate. The emission sampling device employs sensitive and selective chemical sensing technology to quantify sulfur dioxide and carbon dioxide. In addition to sulfur dioxide and carbon dioxide, relative humidity, temperature, and pressure sensors are also used to monitor the exhaust gases. A filter is used to remove solid and liquid atomized components from the marine engine exhaust.

Description

[0001] Cross-references to related applications

[0002] This application claims protection for one or more inventions disclosed in Provisional Application No. 62 / 990,226, filed March 16, 2020, entitled “MARITIME SULFUR DIOXIDE EMISSIONS SWITCH AND MONITORING SYSTEM” and Provisional Application No. 63 / 110,159, filed November 5, 2020, entitled “AUTONOMOUS REAL-TIMESULFUR DIOXIDE AND CARBON DIOXIDE MONITOR FO MARINE EXHAUST EMISSIONS”. The benefit of this U.S. Provisional Application under 35 USC § 119(e) is hereby claimed, and the aforementioned application is incorporated herein by reference. Technical Field

[0003] This invention belongs to the field of environmental sensors. More specifically, this invention relates to sensors and methods for autonomously monitoring sulfur dioxide and carbon dioxide emissions from ship exhaust using these sensors in real time. Summary of the Invention

[0005] The shipping industry is subject to International Maritime Organization (IMO) regulations regarding sulfur dioxide (SO2) emissions. Coastguards around the world responsible for enforcing these regulations have few options for detecting violations. Existing ones are expensive and have very limited coverage. The United States Coast Guard (USCG) and the UK Marine and Coast Guard Agency (MCA), among others, have publicly stated that they lack effective means of monitoring compliance and desire a system to help them identify which vessels require review. These regulations are scheduled to become even stricter on January 1, 2020.

[0006] SO x Exhaust emissions, apart from any mitigation processes such as exhaust gas purification systems, are directly related to the sulfur content in the fuel. In fact, fuel sulfur concentration becomes representative of exhaust sulfur concentration, and fuel conversion rules reflect this understanding.

[0007] The regulation requires vessels without exhaust gas purification systems to switch to compliant fuels in their designated areas and maintain a record of compliance. The law mandates that vessels burn different concentrations of low-sulfur fuels inside and outside the Sulfur Dioxide Emission Control Area (SECA) and keep logs of fuel conversion events for review during inspections. Confirming a fuel conversion is a lengthy and imprecise process, weighing fines against potential imprisonment, even when the logs indicate it has occurred.

[0008] Various attempts to “sniff” the air above ships to detect suspicious vessels, whether using drones, airplanes, or sensors mounted on bridges, have proven to be fragile, limited in scope, and often expensive.

[0009] Permanent shipboard sensors are effective globally. However, the installation and maintenance of laboratory-grade sensing equipment accurate enough to match fuel testing are very expensive—making this untenable for mandatory applications.

[0010] This situation leaves coast guards around the world without an effective way of knowing where their attention is focused. Summary of the Invention

[0011] According to one embodiment of the present invention, a marine sulfur dioxide emission switch monitoring system has a self-powered emission sampling device and requires low power to operate. The emission sampling device employs sensitive and selective chemical sensing technology capable of quantifying sulfur dioxide (SO2) and carbon dioxide (CO2) in a chemically complex sample matrix. In addition to SO2 and CO2, quantification algorithms including relative humidity, temperature, and pressure sensors are used to monitor the exhaust gas. A filter is used to remove solid and liquid atomized components from the marine engine exhaust gas. Attached Figure Description

[0012] Figure 1 shows an overview of the ship's sulfur dioxide emission switch monitoring system.

[0013] Figure 2a shows a perspective view of a sulfur dioxide emission device.

[0014] Figure 2b shows a top view of the sulfur dioxide emission device.

[0015] Figure 2c shows a bottom view of the sulfur dioxide emission device.

[0016] Figure 2d shows a side view of the sulfur dioxide emission device.

[0017] Figure 2e shows a rear view of the sulfur dioxide emission device.

[0018] Figure 3a shows a first view of the pre-filter, exhaust gas filter sensor subsystem, and pump of the sulfur dioxide emission device.

[0019] Figure 3b shows another view of the pre-filter, exhaust gas filter sensor subsystem, and pump of the sulfur dioxide emission device.

[0020] Figure 4 shows a close-up of the pre-filters in Figures 3a-3b.

[0021] Figure 5a shows a side view of the layered filter of Figures 3a-3b.

[0022] Figure 5b shows an exploded perspective view of the layered filter shown in Figures 3a-3b.

[0023] Figure 5c shows an exploded side view of the layered filter of Figures 3a-3b.

[0024] Figure 6 shows the gas absorption unit of the exhaust gas filter sensor subsystem.

[0025] Figure 7 shows a block diagram of an autonomous real-time monitoring method for sulfur dioxide and carbon dioxide emissions from ship exhaust.

[0026] Figure 8a shows the front mounting options on a pair of flues on a single chimney.

[0027] Figure 8b shows the external installation of multiple flue pipes on a single chimney.

[0028] Figure 8c shows the installation options on the curved exhaust pipe.

[0029] Figure 8d shows the rear-mounting option on multiple flues in a single chimney.

[0030] Figure 8e shows multiple chimneys, with multiple flue pipes equipped with sensor units.

[0031] Figure 8f shows a cruise ship chimney with multiple exhaust pipes and sensor units installed.

[0032] Figure 9 shows a side view of the radiator.

[0033] Figure 10 shows a top view of the thermoelectric generator (TEG) and radiator.

[0034] Figure 11 shows the internal components of the ship's sulfur dioxide emission control device and the computer associated with the monitoring center, where illustrative embodiments can be implemented.

[0035] Figure 12 shows an example user interface for transmitting transport data to a client.

[0036] Figure 13 shows a sketch of an example strategy when a ship crosses the SECA boundary. Detailed Implementation

[0037] The apparatus and method described herein can determine whether fuel conversion aspects, the most difficult to verify regulatory compliance, are actually being performed correctly relative to the SO2 Emission Control Area (SECA) boundaries. The sensor system can then be used to verify mandatory log entries by providing immutable third-party verification that the fuel conversion occurred appropriately at the SECA boundaries. It does not guarantee that the vessel is burning compliant fuel, which still depends on whether the operator knows what they have in their tanks, but it will show irregular readings in cases of unexpected sulfur concentration variations, such as when the fuel system is not clean. This information is valuable to vessel operators during appeals of enforcement actions and can significantly reduce the workload of enforcement inspections.

[0038] The system can detect when a vessel is switching fuel, and on vessels that meet the requirements, this will confirm their log entries.

[0039] Low-cost, low-power SO2 sensors lack a sufficiently wide range to report the necessary ppm values ​​for calculating SO2 concentrations in exhaust gases to achieve the accuracy required for fuel sulfur compliance testing. Current regulations allow SO2 emissions of 3.5% (35,000 ppm) in the mid-ocean outside the SECA boundary. This level was reduced to 0.5% (5,000 ppm) on January 1, 2020. Within the SECA boundary, near the coast and ports, the current and future limit is 0.1% (1,000 ppm).

[0040] When burning 0.1% sulfur fuel, the combustion process reduces SO2 in the exhaust gas to approximately 20 ppm (volume), and when burning 0.5% sulfur fuel, it reduces it to approximately 100 ppm (volume). One of the challenges addressed by embodiments of the present invention is the detection and / or quantification of these SO2 levels in a chemically complex exhaust gas matrix in order to determine approximate fuel sulfur content and to determine compliance or non-compliance with the International Maritime Organization (IMO).

[0041] In one embodiment of the invention, exhaust gas from the ship's flue is sampled at pre-programmed time intervals and pre-treated in a pre-filter to remove particulate matter (PM) and balance water vapor content (WVC) with the local ambient environment. Sampling is pump-driven, drawing exhaust gas through the exhaust gas sensor subsystem of the emission sampling device. The exhaust gas sensor subsystem measures carbon dioxide and sulfur dioxide in the exhaust gas using non-dispersive infrared absorption spectroscopy (NDIR-AS), which is tuned to respond at the corresponding band centers of carbon dioxide and sulfur dioxide in the mid-infrared spectral band. A non-target gas-specific reference band is used for internal reference and WVC background correction for the SO2 detection band. The emission sampling device is self-powered by a thermoelectric generator (TEG), driven by the temperature difference between the exhaust gas and the inlet protection exhaust sensor subsystem. The TEG also maintains the charging of a backup battery that powers the emission sampling device when the TEG is unavailable, such as when the vessel is in port due to low or absent engine load. The emissions sampling device can also automatically switch to sleep mode when the engine is idle for extended periods and wake up again when needed. The device also includes a Global Positioning System (GPS) and can transmit CO2 and SO2 measurement data, as well as other data, at pseudo-real-time intervals over a communication link.

[0042] The emission sampling device has a small footprint, is self-powered, and requires no maintenance.

[0043] The emissions sampling device is preferably capable of measuring SO2 content in exhaust gas at 2 to 500 parts per million (equivalent to <0.1% to 3.5% fuel sulfur content (FSC)). This range includes the use of ultra-low sulfur fuel (ULSFO), very low sulfur fuel (VLSFO), and heavy fuel oil (HFO) under all engine load conditions. The exhaust CO2 content detection range is preferably between 2% and 5% (by volume).

[0044] In one embodiment, sampling is performed at intervals of approximately 60 minutes or less, or at another interval when the vessel is less than 20 nautical miles from the monitoring SECA boundary. Other sampling schemes are also possible.

[0045] Overview

[0046] Figure 1 shows an overview of the ship's sulfur dioxide emission switch monitoring system 1.

[0047] The emission sampling device 10 is attached to at least one exhaust pipe of the chimney on the ship via a bracket 4.

[0048] Referring to Figures 2a to 2e, the emission sampling device 10 has a housing 161 that surrounds and protects the subsystems of the device 10 from dust and airborne particulate matter (IP66 or NEMA 4x rating). The housing 161 is connected to a radiator housing 162 surrounding the radiator 8 and the thermoelectric generator (TEG) 6. The TEG 6 is connected to a collector 130 adjacent to the bracket 4 for connecting and placing the emission sampling device 10 within the exhaust duct of a marine vessel. The collector 130 can be surrounded by the collector housing 131. When installed on the exhaust duct, the collector 130 is present in the exhaust gas flow from the exhaust duct. The housing 161 also houses a pre-filter 12, a pump 22, an exhaust gas sensor subsystem 20, an electronic driver and processor 12, a satellite modem 14, a global positioning system 16, and a power management and battery backup system 24.

[0049] Referring back to Figure 1, exhaust gas 50 from the exhaust pipe is pumped by pump 22 through the inlet of the pre-filter 12 of the emission sampling device 10. The pre-filter 12 also includes a condenser element, which will be discussed in more detail below. After exhaust gas 51 has passed through the pre-filter 12, the gas enters the exhaust gas sensor subsystem 20, which measures at least the sulfur dioxide content, carbon dioxide content, exhaust gas temperature, exhaust gas pressure, and relative humidity. Then, exhaust gas 52 is pumped out from the exhaust outlet of the gas absorption unit of the exhaust gas sensor subsystem 20 by pump 22 and discharged from the emission sampling device 10.

[0050] The emissions sampling device 10 also includes an electronic driver and processor 18 to control, process, and store data from the exhaust gas sensor subsystem 20, pump 22, and satellite modem 14. Pump 22, the electronic driver and processor 12, and the exhaust gas sensor subsystem 20 are additionally connected to a power management and battery backup system 24 in communication with the TEG6 used for power supply.

[0051] The location data from the Global Positioning System (GPS) 16 is also provided to the satellite modem 14 so that it can be transmitted to the monitoring center 30 via network 28 along with other data. Network 28 may include copper wire, fiber optic, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers.

[0052] The emission sampling device 10 on the seagoing vessel communicates with the monitoring center 30 via network 28, satellite 26, and / or wireless communication 27.

[0053] Thermoelectric generator (TEG)

[0054] Referring to Figures 9 and 10, a thermoelectric generator (TEG) 6 and a radiator 8 are housed within the radiator housing 162. The output of the TEG 6 and the radiator 8 is a power connector 133, which supplies power to the power management and backup system 24 to power the emissions sampling device 10.

[0055] The collector 130 is secured to the radiator housing 162 and TEG6, for example, by using clamps and screws 175 to hold the collector 130 and TEG6 together with minimal spacing. Insulation may exist between the collector 130 and the radiator housing 162. The collector 130 is placed in the exhaust gas of the exhaust flue. The collector 130 includes at least two heat pipes 170a and 170b, each heat pipe having a plurality of fins 171a, 171b, 171c, 171d, and 171e spaced apart by spacers 172a, 172b, 172c, 172d, and 172e.

[0056] The internal combustion engine of a marine vessel emits exhaust gas through an exhaust pipe during operation, and this exhaust gas is typically characterized by high temperatures. The fins 171a, 171b, 171c, 171d, and 171e of the heat collector 130 directly collect heat from the exhaust gas in the exhaust pipe and transfer it through heat pipes 170a and 170b. Heat is transferred from heat pipes 170a and 170b to the heat carrier 173, which then transfers heat to the TEG6 and radiator 8 via a heat shield 174. The heat shield 174 exists between the heat carrier 173 and the TEG6. The heat shield 174 blocks heat to improve the efficiency of the radiator 8. The heat supplied to the radiator 8 dissipates on the heat dissipation side 8a. The heat carrier 173 includes two different conductors, defined by the exhaust pipe at high temperatures and by the radiator 8 at low temperatures, to generate an electric potential. The TEG6 generates electricity and simultaneously cools and dissipates heat through the heat dissipation side 8a of the radiator 8 to generate an electric potential, which can be stored and transferred to the power management and battery backup system 24 and / or directly power the emissions sampling device 10 via connector 133. The radiator 8 absorbs heat from the TEG6.

[0057] In other embodiments, TEG6 may be replaced by other self-powered options, which may include, but are not limited to, solar or wind power.

[0058] The power management and battery backup system 24 controls the charging of the battery from the TEG8 based on the voltage of the battery in the emission sampling device 10 and environmental specifications. The state of charge calculation is performed by the power management and battery backup system 24 based on voltage and current monitoring over time and temperature. When the battery is in a problematic or low-charge state, the state of charge value allows for the triggering of an alert.

[0059] exhaust gas

[0060] Figures 3a-3b show the pre-filter, exhaust gas filter sensor subsystem, and pump of the sulfur dioxide emission device. The exhaust gas flow is indicated by arrows.

[0061] Typically, exhaust gas is pumped by pump 22 through pre-filter 4. From pre-filter 4, exhaust gas passes through condenser element 33 and enters stratified filter 34. From stratified filter 34, exhaust gas travels through gas absorption unit 35 and exits through emission sampling device 10. Pressure / temperature sensor 36 is located between gas absorption chamber 35 and pump 22.

[0062] Pre-filter

[0063] Figure 4 shows a pre-filter 12. The first end 12a of the pre-filter 12 has an exhaust gas inlet 200 and is located within an exhaust gas duct. The second end 12b of the pre-filter 12 is connected to the condenser element 33 via a manifold 201, preferably made of stainless steel. The first end 12a has an opening 202 with a porous stainless steel filter 203 for receiving the exhaust gas inlet. The exhaust gas passes through the filter 203, the manifold 201, and enters a pipe 204 connected to the first end 33a of the condenser element 33. The stainless steel filter 203 preferably removes particles larger than 0.05 micrometers.

[0064] Condenser

[0065] Referring to Figures 3a-3b, the condenser 33 is formed by a sleeve 205 surrounding the tube 204. The tube 204 is preferably porous, allowing moisture to move from the interior 204a of the tube 204 to the exterior 204b. In one embodiment, the tube 204 is made of a polymer, and the sleeve 205 may be made of Gore-Tex or other breathable materials. As exhaust vapors pass through the tube 204, ambient air passing through the sleeve 205 can be used to cool the exhaust vapors. Although not shown, water or other fluids may circulate within the sleeve 205 to aid in cooling the exhaust vapors as they pass through the tube 204. The exhaust vapors are preferably cooled to a dew point temperature below ambient atmospheric conditions. The second end 33b of the condenser 33 communicates with a stratified filter 34.

[0066] Stratified filters

[0067] As shown in Figures 5a-5c, the stratified filter 34 receives cooling air via pipe 206 through inlet 207 connected to inlet flange 208. Exhaust vapor exits from inlet flange 207 through first gasket 209, first filter 210, second gasket 211, second filter 212, third gasket 213, third filter 214, fourth gasket 215, fourth filter 216, and fifth gasket 217, and exits through exhaust port 219 of exhaust flange 218. Multiple gaskets 209, 211, 213, 215, 217 and filters 210, 212, 214, 216 are held between exhaust flange 218 and inlet flange 208 by plate 220 and bolts 221. Plate 220 additionally supports the pipe connection to pipe 206.

[0068] The first filter 210, the second filter 212, the third filter 214, and the fourth filter 216 preferably all have different particle sizes. For example, the first filter 210 is a 10 μm filter, the second filter 212 is a 1.0 μm filter, the third filter 214 is a 0.45 μm filter, and the fourth filter 216 is a wire mesh. The filter size can be sufficient to eliminate particles larger than 2 μm from entering to prevent infrared (IR) scattering and to eliminate as many particles smaller than 2 μm as possible to ensure that the gas absorption unit 240 discussed below does not suffer from any size of small particles depositing in the sample chamber.

[0069] Gas absorption unit

[0070] Figure 6 shows an example of a gas absorption unit 240 using non-dispersive infrared absorption spectroscopy (NDIR-AS). Exhaust gas vapor enters the gas absorption unit 240 from the exhaust port 219 of the exhaust flange 218 through the inlet 241.

[0071] The gas absorption chamber 240 has a first end 240a with an emitter 242 and a second end 240b with a detector 243, and a sample chamber 244 is formed between the emitter 242 and the detector 243 along a length L. An inlet 241 and an outlet 245 are located between the emitter 242 and the detector 243 along the length L of the sample chamber 244 of the gas absorption chamber 240. In one embodiment, the sample chamber 244 has a length of at least 28.5 cm.

[0072] The emitter 240 at the first end 240a has a reflector 247 and an infrared source 246. The detector 243 at the second end 240b includes one or more bandpass filters 248 and an infrared detector 249. Infrared light from the infrared source 246 passes through the sample chamber 244 and is directed to the detector 243. A sensor 251 may be present within the sample chamber 244 for measuring gas pressure and temperature. The location of the sensor 251 in Figure 6 is for illustrative purposes only and may be located anywhere within the sample chamber 244. The gas in the sample chamber 244 causes absorption at specific wavelengths, and the attenuation of these wavelengths is measured by the detector 243 to determine the gas concentration. One or more bandpass or optical filters 248 are located in front of the detector 243 to eliminate all infrared light except for wavelengths that the selected gas molecules can absorb. The detector 243 measures the amount of infrared (IR) light not absorbed by the filters 248. After passing through the sample gas chamber 240, the exhaust vapor exits the gas absorption unit through the exhaust port 245.

[0073] In one embodiment of the invention, the passband or optical filter 248 is dedicated to sulfur dioxide.

[0074] In another embodiment of the invention, the passband or optical filter 248 is dedicated to carbon dioxide, sulfur dioxide, and water.

[0075] In another embodiment, the passband or optical filter 248 includes four filters corresponding to the carbon dioxide filter, the carbon dioxide reference filter, the sulfur dioxide filter, and the sulfur dioxide reference filter.

[0076] In another embodiment, a relative humidity sensor 250 is present at the exhaust port 245 to measure the water vapor content in the exhaust gas.

[0077] In an alternative embodiment, the gas absorption unit 240 has a single IR light source 246, and the detector 243 includes two detectors corresponding to two different bandpass filters 248 for different gases, such as carbon dioxide and sulfur dioxide, in front of the two detectors. Infrared light absorbed by the target gas (e.g., sulfur dioxide or carbon dioxide) passes through an active filter with a specific bandwidth for detecting the target gas. Infrared light that does not interact with the target gas passes through a reference filter. The difference between the transmitted light intensities in these two bandwidths is converted into gas concentration. The dual-wavelength sensor ensures stable measurements over long periods because aging effects of the light source or gas chamber are automatically compensated for by the output signal of the reference wavelength.

[0078] The filter 248 for carbon dioxide is preferably 4.45 μm, with a reference of 4.65 μm. The filter 248 for sulfur dioxide is preferably 7.3 μm, with a reference of 7.85 μm. The detection of water vapor content using background correction is 7.85 μm, with a reference of 4.65 μm.

[0079] In another embodiment, there may be more than one filter for carbon dioxide and more than one filter for sulfur dioxide.

[0080] In one embodiment, the filter 248 for carbon dioxide is between 1.9 μm and 2.1 μm. In another embodiment, the filter 248 for carbon dioxide is between 2.6 μm and 2.9 μm. In yet another embodiment, the filter 248 is between 4.1 μm and 4.5 μm.

[0081] In one embodiment, the filter 248 for sulfur dioxide is between 7.1 μm and 7.6 μm.

[0082] In one embodiment, other filters may have various wavelengths that do not overlap with carbon dioxide and sulfur dioxide or other exhaust gases, such as between 1.3μm-1.5μm, 1.75μm-2.0μm, 2.5μm-3.0μm, and 5.0μm-8.0μm.

[0083] In one embodiment, the reference band may also exist as a filter 248, which is + / -0.2 μm or smaller than the filter. For example, the reference filter may be 3.09 μm, 3.72 μm, 3.95 μm and / or 7.85 μm.

[0084] In yet another embodiment, a single IR light source 246 includes multiple sources, with a filter 248 adjacent to the emitter and the IR light source 246.

[0085] The gas concentration is sent to the processor of the electronic drive and processor 18 by one or more detectors. The exhaust gas 52 is then pumped out of the exhaust outlet of the emission sampling device 10.

[0086] Electronic drive / processor

[0087] The processor 18 receives data related to the exhaust gas in the flue from the gas absorption unit 240 and various sensors, and transmits the gas-related data and other data to the monitoring center 30 using the satellite modem 14. The data is preferably transmitted in byte arrays to reduce the amount of data sent. Note that data from the emissions sampling device 10 is transmitted to the monitoring system 30 in a regular, periodic manner, regardless of whether it has connectivity or spare power to operate the communication channel, for example, via the satellite modem 14.

[0088] If satellite 26 is unavailable or emission sampling device 10 does not have sufficient available energy to transmit data, timestamped exhaust gas sample data is collected and stored in memory, such as one or more computer-readable RAMs 822 and one or more computer-readable ROMs 824 or one or more computer-readable tangible storage devices 830, for uploading at another time. Data can also be manually retrieved from emission sampling device 10 if needed.

[0089] It should also be noted that the power management system 24 of the emissions sampling device 10 prioritizes data collection. The power management system 24 reduces energy consumption by stopping data transmission during periods of low power.

[0090] Figure 11 illustrates an example of internal components associated with electronic drive and processor 18. As shown in Figure 11, electronic drive and processor 18 may include one or more processors 820, one or more computer-readable RAMs 822 and one or more computer-readable ROMs 824 on one or more buses 826, one or more operating systems 828, and one or more computer-readable tangible storage devices 830. The one or more operating systems 828 are stored on one or more computer-readable tangible storage devices 830 and are executed by one or more processors 820 via one or more RAMs 822 (which typically include cache memory). In the embodiment shown in Figure 11, each computer-readable tangible storage device 830 is a disk storage device of an internal hard disk drive. Alternatively, each computer-readable tangible storage device 830 is a semiconductor storage device, such as ROM 824, EPROM, flash memory, or any other computer-readable tangible storage device that can store computer programs and digital information.

[0091] Internal component 800a also includes an R / W drive or interface 832 for reading from or writing to one or more portable computer-readable tangible storage devices present as part of monitoring system 30.

[0092] Computer-readable storage media can be tangible devices capable of retaining and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example, but not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the foregoing. A non-exhaustive list of more specific examples of computer-readable storage media includes the following: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable optical disc read-only memory (CD-ROM), digital versatile disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punched cards or raised structures in recesses on which instructions are recorded, and any suitable combination of the foregoing. As used herein, computer-readable storage media should not be construed as being a transient signal, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0093] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to a corresponding computing / processing device, or downloaded via a network to an external computer or external storage device, such as the Internet, a local area network (LAN), a wide area network (WAN), and / or a wireless network. The network may include copper transmission cables, optical fiber transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to a computer-readable storage medium within the corresponding computing / processing device.

[0094] Computer-readable program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, integrated circuit configuration data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages, procedural programming languages, or similar programming languages. In some embodiments, electronic circuits including, for example, programmable logic circuits, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs) can execute computer-readable program instructions by utilizing status information of the computer-readable program instructions to personalize the electronic circuits and thereby perform aspects of the invention.

[0095] These computer-readable program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / actions specified in one or more blocks of a flowchart and / or block diagram. These computer-readable program instructions may also be stored in a computer-readable storage medium that can instruct a computer, programmable data processing apparatus, and / or other apparatus to operate in a particular manner, such that the computer-readable storage medium in which the instructions are stored includes an article of manufacture comprising instructions for implementing aspects of the functions / actions specified in one or more blocks of a flowchart and / or block diagram.

[0096] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device, thereby producing a computer-implemented process, such that the instructions, which execute on the computer, other programmable apparatus or other device, perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0097] Sampling data collection

[0098] In one embodiment, data is collected from the exhaust gas at least every 60 minutes. The collection rate increases when the vessel is less than 20 nautical miles from the SECA monitoring boundary.

[0099] Figure 13 illustrates a sample strategy as a vessel travels from sea 121 across the SECA boundary (dotted line 120) to port 123 and back to sea 122. The vessel's inbound path is represented by dashed line 124, and the vessel's outbound path is represented by long and short dashed lines 125. Each arrow 126 on each path 124 and 125 represents approximately one hour of sailing.

[0100] Circles 127a-127j along paths 124 and 125 represent points where the system takes action, which will be explained in detail below. Black-filled circles 127g-127h indicate readings that are out of range or “bad” (i.e., non-compliant), while hollow (white-filled) circles 127a-127f and 127j indicate readings that are within range (i.e. compliant). Dashed circles indicate low emission readings, and solid circles indicate high emission readings.

[0101] An example strategy is performed as follows, where the numbers refer to the points on Figure 11:

[0102] 127a - At this point, the vessel is outside the SECA boundary 120 on the entry path 124, therefore high-sulfur fuel is permissible. Readings from the emissions sampling device 10 will be high, but still compliant, because at this point, the more restrictive range of the SECA does not yet apply. The system reads readings according to a selected schedule, such as once per hour, as shown in Figure 11. More frequent or less frequent schedules can also be selected as appropriate. When readings are acquired, data from the readings—such as time, location, compliance status, and possibly the original sensor data number—are stored in a storage bin on board for later transmission to the monitoring center 30 on shore.

[0103] 127b - The vessel is approaching the SECA boundary 120. The system begins acquiring more frequent readings, possibly every 10 minutes or more, in order to capture data indicating the transition from high-sulfur fuel to low-sulfur fuel.

[0104] 127c - The ship was converted to low-sulfur fuel as required, and the system confirmed this by displaying readings showing that emissions met requirements.

[0105] 127d - At this point, the vessel is within the coverage area of ​​a shore-based mobile phone network. The system connects to the network and sends status reports to the server, indicating at least that the onboard systems are functioning normally and the vessel is in compliance with regulations. If necessary, all data from the onboard storage can be uploaded to the central server at this time.

[0106] 127e - The ship is in port 123. The system continues to monitor emissions to ensure they comply with requirements. If this is not done in step 127d, data in the storage can be uploaded to the monitoring center 30 at this time while the ship is in port.

[0107] 127f - The vessel has departed port via exit route 125. Readings indicate that emissions remain in compliance with SECA standards.

[0108] The 127g system detected a sample reading that was "bad" or out of range. This could be due to the vessel prematurely switching to high-sulfur fuel outside the SECA boundary of 120, or it could be a false reading caused by a bad sample or transient conditions.

[0109] 127h - The system acquires more frequent readings over a period of time to confirm that the sample actually shows a non-compliance condition, rather than being based on false readings. Since the readings are still out of range, the system records them as non-compliance.

[0110] 127j - Since the vessel is outside the SECA boundary 120, the system will apply a higher range. The system reading is again "good," indicating that the vessel complies with the standards applicable to the region.

[0111] 127k - When the ship arrives at the next port (outside the map), all historical data accumulated since the last upload will be transferred from the ship's repository to the central server.

[0112] Notifications regarding compliance or non-compliance can be sent to users or law enforcement or government agencies on ships equipped with emission sampling devices 10.

[0113] Installation Options

[0114] Figures 8a-8f show examples of installation options for the shipboard emission sampling device 10. In Figures 8a-8d and 8f, there is a single chimney 140 containing multiple exhaust pipes 141, 143, 144, 145, and 146. Figure 8e shows multiple chimneys 147a and 147b of the type shown in Figure 8a. In each figure, the location 142 for installing the emission sampling device 10 is indicated by a box.

[0115] Figures 8a and 8e show the front mounting option, and Figure 8d shows the rear mounting option. Figure 8b shows the external mounting option.

[0116] Figure 8c shows a vessel with a curved exhaust pipe 144 in addition to two straight pipes 141. For the curved pipe 144, the side bracket 142 shown in the figure would be preferred.

[0117] Figure 8f shows the design of the cruise ship chimney 148, in which multiple exhaust pipes 149 exit the chimney 148 horizontally at the ends of the "blades".

[0118] Methods for autonomous real-time monitoring of sulfur dioxide and carbon dioxide

[0119] Figure 7 illustrates a method for autonomous real-time monitoring of sulfur dioxide and carbon dioxide emissions from ship exhaust.

[0120] In the first step, the monitoring system of monitoring center 30 receives exhaust emission analysis data and diagnostic data from the marine vessel (step 901). The data can be sent to the monitoring system in the form of a data array.

[0121] Exhaust emission analysis data may include: date, time, latitude and longitude, sulfur dioxide value, carbon dioxide value, gas humidity, gas pressure, height of emission sampling device 10, speed of the ship, course of the ship, type of fuel used, and other information related to ship exhaust.

[0122] The latitude and longitude data, date, time, altitude, heading, and speed of a seagoing vessel can be provided to the GPS system.16

[0123] The sulfur dioxide and carbon dioxide values ​​are preferably the original detector values ​​from the detector 243 located behind the bandpass filter 248.

[0124] Gas pressure and gas temperature are preferably obtained in the sample chamber 244 of the gas absorption unit 240 with sensor 251.

[0125] Gas humidity is provided by relative humidity sensor 250. Sulfur dioxide and carbon dioxide sensor values ​​can be calculated by electronic driver and processor 18 based on readings provided by gas absorption unit 240. Gas pressure can also be provided by pressure / temperature sensor 36.

[0126] Diagnostic data may include: housing temperature or thermal data from temperature sensors within the emissions sampling device, battery voltage, TEG voltage, geographic location, sample gas conditioning, filter pressure present in the pre-filter or stratified filter, and tamper detection counts.

[0127] The housing temperature is obtained by an internal gas pressure / temperature sensor within the emissions sampling device to determine if anomalies in the data may be caused by environmental conditions that cause the emissions sampling device to exceed its thermal operating tolerances.

[0128] The battery voltage and TEG voltage are measured using an internal analog-to-digital converter to monitor heat harvesting efficiency, battery capacity, and degradation.

[0129] Filter pressure is a measurement of the vacuum pressure difference in the gas path before and after evacuation of the sample, which can indicate the trend of filter blockage over time. A gas pressure sensor can be located in the exhaust port 219 or the inlet port 207 of the stratified filter 34. Alternatively, a pressure / temperature sensor 36 can be used.

[0130] The tamper count indicates whether the housing of the emissions sampling device 10 has been removed or opened, and is a count of the number of times the light detector has been exposed to light, indicating whether the emissions sampling device has been opened since its manufacture. This will cast doubt on the value after the count increases. Note that if the tamper detection count is triggered, the data is still collected, but it is marked as potentially defective.

[0131] Note that there is no connection to the ship's data system for data collection or data transmission to the monitoring center 30.

[0132] The data provided to the monitoring center can be supplemented with additional vessel data. For example, midday reports can be obtained to provide additional data for understanding fuel consumption and the relevant weather conditions that the vessel was or had been in during a particular period of fuel consumption.

[0133] Diagnostic data is used to determine whether the emission sampling device 10 is functioning properly, whether the emission sampling device 10 has been damaged, or whether the emission sampling device 10 should be replaced before the end of its lifespan.

[0134] The monitoring system of monitoring center 30 extracts data and stores it in the storage (step 902).

[0135] The monitoring system then calculates the carbon emission rate over distance and time and stores the carbon emission rate in a repository (step 903).

[0136] The monitoring system calculates the sulfur emission rate in the fuel level at a specific location and stores the sulfur emission rate and the specific location of the ship in a storage tank (step 904).

[0137] The monitoring system determines whether the specific location of the vessel is within the controlled area (step 905). The controlled area is defined by a list of latitude and longitude coordinates that define its boundaries. For example, geofencing can be used to determine whether each sample was taken from inside or outside any boundary.

[0138] If the specific location of the vessel is within the regulated area (step 906) and the sulfur emission rate is within the expected range for the regulated area (step 907), the monitoring system sends a notification to the user regarding the sulfur emission rate being within the expected range and the vessel's fuel compliance (step 908), and the method ends. The calculation of the sulfur content at the specific location and its associated limits is based on Section 14 of Appendix VI of MARPOL.

[0139] Users can be the owner of a sea vessel, the captain of a sea vessel or other persons on board a sea vessel, the coast guard, other law enforcement personnel, or users who monitor fuel consumption or environmental factors, or other users.

[0140] If the specific location is within a regulated area (step 906) and the sulfur emission rate is not within the expected range for the regulated area (step 907), the monitoring system determines whether the emission sampling device 10 is operating normally (step 909). The function of the emission sampling device 10 can be determined by comparing diagnostic data with a reference point within predetermined parameters. If the monitoring system determines that the emission sampling device 10 is not operating correctly due to operation outside the predetermined parameters or has been damaged (step 910), a replacement emission sampling device 10 is sent to the ship, and a notification with the calculated sulfur emission rate is sent to the user (step 911), and the method ends. Damage to the emission sampling device can be determined by the received damage count.

[0141] If the specific location is within a regulated area (step 906) and the sulfur emission rate is not within the expected range for the regulated area (step 907), the monitoring system determines whether the sulfur dioxide emission device 10 is operating normally (step 909). If the monitoring system determines that the emission sampling device 10 is functioning normally and within predetermined parameters, and the violation count does not exceed a predetermined amount (step 910), a notification regarding the calculated sulfur emission rate and non-compliance is sent to the user (step 912), and the method ends.

[0142] If the specific location is not in a controlled area (step 906), the method ends.

[0143] Various aspects of the present invention will be described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0144] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of instructions, including one or more executable instructions for implementing a specified logical function. In some alternative embodiments, the functions marked in the blocks may occur in a non-linear order. For example, two blocks shown consecutively may actually be executed substantially simultaneously, or these blocks may sometimes be executed in reverse order, depending on the functions involved. It will also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a system based on dedicated hardware that performs the specified function or action or executes a combination of dedicated hardware and computer instructions.

[0145] This invention can be any possible system, method, and / or computer program product at any level of integration technical detail. The computer program product may include a computer-readable storage medium (or medium) having computer-readable program instructions thereon for causing a processor to execute aspects of the invention.

[0146] user interface

[0147] Figure 12 illustrates an example user interface for transmitting transportation data to a client. This display can be implemented on any desired hardware, such as the flat panel display 510 shown in the figure. The example display is divided into a time-data section 512, which has columns for geographic location (latitude / longitude) 513 and time 514. A scroll bar 523 can be provided for easy navigation within the table in a manner common in the art. An identification section 515 can be provided to display information about the vessel's identity, which may include an image 524 and other information, such as the "Type: Dry Bulk" note on the example display. A search box 516 may also be provided.

[0148] Map display 511 shows the ship's path 118 during the time interval shown in the time-data section 512. Selecting one of the time data entries 521 shows the ship's position on its path 518 at that time via a circle 520 on the map.

[0149] The map also uses a dashed line 517 to indicate the boundary of the SECA. Vessels entering the port are required to switch to low-sulfur fuel before crossing the SECA 517 boundary.

[0150] In this example, the vessel experienced a delay in switching fuels. While the vessel was on the dashed section 519 of route 518, it was still burning high-sulfur fuel, meaning the vessel was not complying with regulations during this period. The entry 522 corresponding to this non-compliant period is highlighted on the time data display 512 to indicate the occurrence of the violation.

Claims

1. A method for autonomous sampling of exhaust gases from at least one exhaust stack of a marine vessel using an emissions sampling device, comprising: a computer that receives exhaust emission data and diagnostic data from the emissions sampling device and stores in a repository; the computer calculates a rate of carbon emissions as a function of distance and time; the computer calculates a rate of sulfur emissions from fuel combusted by the marine vessel at a particular location of the marine vessel; the computer determines whether the particular location of the marine vessel is within a regulated area; for each particular location of the marine vessel in a regulated area, the computer determines whether the calculated rate of sulfur emissions is within an acceptable range; for each particular location of the marine vessel in a regulated area for which the calculated rate of sulfur emissions is within the acceptable range, the computer sends a notification to a user of fuel compliance at the particular location; for each particular location of the marine vessel in a regulated area for which the calculated rate of sulfur emissions is outside the acceptable range, the computer determines whether the emissions sampling device is operating within predetermined parameters, and if the emissions sampling device is operating within the predetermined parameters, the computer sends a notification to the user of the calculated rate of sulfur emissions and non-compliance within the regulated area to the user; wherein the diagnostic data from the emissions sampling device includes temperature within a heat collector of the emissions sampling device, battery voltage of the emissions sampling device, thermoelectric generator voltage of the emissions sampling device, geographic location of the emissions sampling device, filter pressure present in a pre-filter or layered filter of the emissions sampling device, and tamper detection count of the emissions sampling device.

2. The method of claim 1, wherein if the emissions sampling device is operating outside the predetermined parameters, the computer sends a notification to the user of the calculated rate of sulfur emissions and emissions sampling device failure, and sends a replacement emissions sampling device to the marine vessel.

3. The method of claim 1, wherein the exhaust emission data comprises: date, time, latitude and longitude, sulfur dioxide sensor value, carbon dioxide sensor value, gas humidity of the exhaust gas, and exhaust gas pressure.

4. The method of claim 3, wherein the exhaust emission data further includes an altitude of the emissions sampling device, a speed of the marine vessel, a heading of the marine vessel, and a type of fuel used by the marine vessel.

5. The method of claim 1, wherein the user is an owner of the marine vessel, a law enforcement agency, an environmental regulatory agency, or another person on the marine vessel.

6. An emissions sampling device for sampling exhaust gases from an exhaust stack of a marine vessel, comprising: a pre-filter for removing particulates from the exhaust gases, the pre-filter comprising: a first end having an exhaust gas inlet in an exhaust stack of a marine vessel; and a second end having an outlet and a filter between the exhaust gas inlet and the outlet; a condenser element for cooling the exhaust gases, the condenser element having a first end connected to the outlet at the second end of the pre-filter and a second end, the condenser element comprising a porous tube surrounded by a sleeve; a layered filter for removing particulates from the exhaust gas, the layered filter connected to the second end of the condenser element, the layered filter comprising an inlet connected to the inlet flange, at least a first gasket, at least a first filter, and an exhaust outlet connected to the exhaust flange; a gas absorption unit for determining levels of sulfur dioxide and carbon dioxide in the exhaust gas, the gas absorption unit having an inlet connected to the exhaust outlet of the layered filter and an exhaust outlet for exhausting gas from the emissions sampling device, the gas absorption unit having a first end with an emitter and a second end, the first end having an emitter comprising a reflector and an infrared source, the second end having at least one detector and at least two pass-through filters, one of the pass-through filters dedicated to carbon dioxide and the other pass-through filter dedicated to sulfur dioxide, the first end of the gas absorption unit and the second end of the gas absorption unit separated by a sample gas chamber extending a length between the first end of the gas absorption unit and the second end of the gas absorption unit; a pump for pumping the exhaust gas from the exhaust pipe of the marine vessel through the pre-filter, the condenser element, the layered filter, the gas absorption unit, and out the exhaust outlet; a processor for receiving the levels of sulfur dioxide and carbon dioxide from the gas absorption unit and for controlling the pump; a housing surrounding the processor, the pump, the pre-filter, the condenser element, the layered filter, and the gas absorption unit; a power management system and a backup battery located within the housing and in communication with the processor and the pump; and a heat collector located within the exhaust stack of the marine vessel and comprising at least two heat pipes having a plurality of fins separated by spacers for collecting heat from the exhaust gas within the exhaust stack; a thermoelectric generator connected to the heat collector via a heat carrier; a thermal shield located between the heat carrier and the thermoelectric generator; a heat sink connected to the thermoelectric generator for dissipating heat received from the thermoelectric generator and the heat collector; a connector connected to the thermoelectric generator and the power management system for receiving potential from cooling and heat dissipation between the heat collector and the heat sink.

7. The emissions sampling device of claim 6, wherein, The connector, the heat sink, the thermal shield, and the thermoelectric generator are surrounded by a heat sink housing mounted to the housing of the emissions sampling device.

8. The emissions sampling device of claim 6, further comprising a modem in communication with the processor.

9. The emissions sampling device of claim 6, wherein between the inlet flange and the outlet flange of the layered filter are a first gasket, a first filter, a second gasket, a second filter, a third gasket, a third filter, a fourth gasket, and a fourth filter.

10. The emissions sampling device of claim 9, wherein the first filter filters 10 microns of particulates from the exhaust gas, the second filter filters 1 micron of particulates from the exhaust gas, and the third filter filters 0.45 microns of particulates from the exhaust gas.

11. The emissions sampling device of claim 6, wherein the pass filter for sulfur dioxide is 7.3 microns and the pass filter for carbon dioxide is 4.45 microns.

12. The emissions sampling device of claim 11, wherein the pass filter further comprises a sulfur dioxide reference filter of 7.85 microns and a carbon dioxide reference filter of 4.65 microns.

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