Autonomous real-time sulfur dioxide and carbon dioxide monitoring system for ship exhaust emissions

Abstract

This invention relates to a sensor for autonomously monitoring sulfur dioxide and carbon dioxide in ship exhaust substances in real time, and to a method for using the same. [Solution] The marine sulfur dioxide emission switching monitoring system 1 is equipped with an emission sampling device 10 that has a built-in power supply and requires little power to operate. The emission sampling device 10 employs highly sensitive and selective chemical sensing technology that can quantify sulfur dioxide and carbon dioxide. In addition to sulfur dioxide and carbon dioxide, relative humidity, temperature, and pressure sensors are used for monitoring exhaust gases. Filters are used to remove solid and liquid aerosolized components from the exhaust of marine engines.

Description

Technical Field

[0001] Cross - References to Related Applications This application claims one or more inventions disclosed in U.S. Provisional Patent Application No. 62 / 990,226, filed on March 16, 2020, entitled "MARITIME SULFUR DIOXIDE EMISSIONS SWITCH AND MONITORING SYSTEM", and U.S. Provisional Patent Application No. 63 / 110,159, filed on November 5, 2020, entitled "AUTONOMOUS REAL - TIME SULFUR DIOXIDE AND CARBON DIOXIDE MONITOR FOR MARINE EXHAUST EMISSIONS". The benefits under 35 U.S.C. § 119(e) of the United States Patent Law in these U.S. provisional patent applications are claimed herein, and the aforementioned applications are incorporated herein by reference.

Background Art

[0002] The present invention relates to the field of environmental sensors. More specifically, the present invention relates to sensors for autonomously and real - time monitoring of sulfur dioxide and carbon dioxide in ship exhaust emissions and methods of using the same.

[0003] The maritime industry is subject to sulfur dioxide (SO2) emissions regulations by the International Maritime Organization (IMO). Coast guards around the world, which play a role in enforcing these regulations, have few options for detecting violations. The existing options are costly and provide only a very limited scope. In particular, the U.S. Coast Guard (USCG) and the UK Maritime and Coastguard Agency (MCA) have publicly stated that they lack an effective means of monitoring compliance and desire a system to assist in identifying ships that need to be monitored. The regulations are scheduled to be strengthened on January 1, 2020.

[0004] SO xExhaust emissions are directly correlated to the sulfur content in the fuel unless any mitigation processes, such as exhaust gas purification systems, are implemented. In effect, the sulfur concentration in the fuel becomes equivalent to the sulfur concentration in the exhaust gas, and this understanding is reflected in fuel conversion regulations.

[0005] This regulation requires vessels without exhaust gas purification systems to switch to fuel compliant with the area they are navigating and to keep records of their compliance actions. The law mandates that vessels burn different concentrations of low-sulfur fuel inside and outside SO2 emission control areas (SECAs) and maintain operational records of fuel switching events for verification during inspections. Verification of whether fuel switching recorded in operational records actually occurred is a redundant and inaccurate process, and penalties and imprisonment may be considered in such cases.

[0006] Various attempts to "sniff out" the air on a ship to detect suspicious vessels, whether using drones, airplanes, or sensors mounted on bridges, have proven to be ineffective, limited in scope, and often costly.

[0007] Permanently installed shipboard sensors are generally effective. However, laboratory-grade sensing devices with accuracy comparable to fuel testing are prohibitively expensive to install and maintain, making them unacceptable for essential applications.

[0008] In this situation, coast guards around the world will be left without effective means of knowing where to focus their attention. [Overview of the Initiative]

[0009] According to one embodiment of the present invention, a system for monitoring the switching of sulfur dioxide emissions in the ocean has an emission sampling device that is powered by a built-in power supply and requires little power to operate. The emission sampling device has highly sensitive and selective chemical sensing technology that enables the quantification of sulfur dioxide (SO2) and carbon dioxide (CO2) in a chemically complex sample matrix. In addition to SO2 and CO2, a quantification algorithm including sensors for relative humidity, temperature, and pressure is used to monitor the exhaust gas. A filter is used to remove solid and liquid aerosolized components from the exhaust of the marine engine. [Brief explanation of the drawing]

[0010] [Figure 1] This diagram shows an overview of a system that monitors the switching of sulfur dioxide emissions in the ocean. [Figure 2a] An isometric view of the sulfur dioxide emission system is shown. [Figure 2b] A plan view of the sulfur dioxide emission system is shown. [Figure 2c] This shows a bottom view of the sulfur dioxide discharge device. [Figure 2d] A side view of the sulfur dioxide emission device is shown. [Figure 2e] This shows a rear view of the sulfur dioxide emission device. [Figure 3a] Figure 1 shows the pre-filter, exhaust gas filter / sensor subsystem, and pump of the sulfur dioxide emission system. [Figure 3b] Alternative diagrams of the sulfur dioxide emission system's pre-filter, exhaust gas filter / sensor subsystem, and pump are shown. [Figure 4] Figures 3a and 3b show an enlarged view of the pre-filter. [Figure 5a] Figures 3a and 3b show side views of the layered filter. [Figure 5b] Figures 3a and 3b show exploded isometric views of the layered filter. [Figure 5c] Figures 3a and 3b show exploded side views of the layered filter. [Figure 6]It is a diagram showing the gas absorption cell of an exhaust gas filter, sensor, and subsystem. [Figure 7] It shows a block diagram of a method for autonomously and real-time monitoring of sulfur dioxide and carbon dioxide in the exhaust substances of a ship. [Figure 8a] It is a diagram showing an option for installation by attachment to the front of a pair of cylinders consisting of a single funnel. [Figure 8b] It is a diagram showing the installation of a plurality of cylinders consisting of a single funnel outside the ship. [Figure 8c] It is a diagram showing an option for attachment to a curved exhaust pipe. [Figure 8d] It is a diagram showing an option for attachment to the back of a plurality of cylinders consisting of a single funnel. [Figure 8e] It is a diagram showing a plurality of funnels with sensor units installed in a plurality of cylinders. [Figure 8f] It is a diagram showing the attachment of the funnel and the sensor unit of a cruise ship equipped with a plurality of exhaust pipes. [Figure 9] It shows a side view of a heat sink. [Figure 10] It shows a plan view of a thermoelectric generator (TEG) and a heat sink. [Figure 11] It is a diagram illustrating the internal components of an on-board sulfur dioxide emission device where an exemplary embodiment can be implemented, and a computer associated with a monitoring center. [Figure 12] It is a diagram showing an example of a user interface for transmitting ship data to a client. [Figure 13] It is a diagram showing a sketch of an example of a strategy when a ship passes through a SECA boundary.

Embodiments for Carrying Out the Invention

[0011] With the apparatus and method described herein, it is possible to determine that the mode of fuel switching, which is the most difficult regulatory compliance to confirm, is being carried out substantially accurately with respect to the SO2 Emission Control Area (SECA) boundary. This sensor system can be used to support the required operating records by an independent third party verifying that fuel switching has been properly performed at the SECA boundary. Since it remains the responsibility of the shipping company to know what is in the tank, it cannot be asserted that the ship is burning compliant fuel, but irregular readings will be displayed in cases where the sulfur concentration changes unexpectedly, such as when the fuel system is dirty. This information is useful for the shipping company of the ship to lodge an appeal against the regulation and to significantly reduce the inspection effort of the regulatory authorities.

[0012] This system can detect when fuel is switched on a ship, and for ships in compliance with the regulations, it will be possible to check the input of their operating records.

[0013] SO2 sensors with low cost and low power consumption do not have a wide enough range to report the ppm values required to calculate the SO2 concentration in the exhaust gas with the accuracy required for fuel sulfur compliance testing. Under current regulations, the SO2 emission concentration in the open sea areas outside the SECA boundary is set at 3.5% (35,000 ppm). On January 1, 2020, that level will be reduced to 0.5% (5,000 ppm). Near the coast and ports within the SECA boundary, the upper limit will remain 0.1% (1,000 ppm) now and in the future.

[0014] Due to the combustion process, the SO2 in the exhaust gas is reduced to approximately 20 ppm by volume when burning a 0.1% sulfur fuel and to approximately 100 ppm by volume when burning a 0.5% sulfur fuel. One of the problems addressed by embodiments of the present invention is to detect and / or quantify SO2 at these levels in a chemically complex exhaust matrix so as to determine the approximate fuel sulfur content and establish compliance or non - compliance with the International Maritime Organization (IMO).

[0015] In embodiments of the present invention, exhaust gases from a marine vessel are sampled at pre-programmed intervals and pre-treated with a pre-filter to remove particulate matter (PM) and maintain a balance between water vapor content (WVC) and the local environment. Sampling is performed by a pump, which draws the exhaust gas into the exhaust gas sensor subsystem of the emissions sampling device. The exhaust gas sensor subsystem measures CO2 and SO2 in the exhaust gas using a non-dispersive infrared absorption spectrometer (NDIR-AS) tuned to react to the CO2 and SO2 band centers, respectively, in the mid-infrared spectral band. A reference band specific to non-target gases is used as an internal reference and for WVC background correction of the SO2 detection band. The emissions sampling device is self-powered by a thermoelectric generator (TEG), which is driven by the temperature difference between the exhaust gas and the intrusion-proofed exhaust gas sensor subsystem. The TEG also plays a role in maintaining the charge of a backup battery that supplies power to the emissions sampling device when the TEG cannot supply power for reasons such as low or no engine load when the vessel is entering port. The emissions sampling device can also automatically switch to sleep mode when the engine is idle for an extended period and restart when the engine is in operation. The emissions sampling device further includes a Global Positioning System (GPS) and can transmit CO2 and SO2 measurement data and other data over a communication link in near real-time.

[0016] The waste sampling device has a small footprint, is self-powered, and is maintenance-free.

[0017] The exhaust sampling device can preferably determine the exhaust SO2 content within a volume range of 2 to 500 ppm (corresponding to a fuel sulfur content (FSC) of less than 0.1% to 3.5%). This range covers applications for combustion under all engine load conditions using ultra-low sulfur fuel oil (ULSFO), very low sulfur fuel oil (VLSFO), and heavy fuel oil (HFO). The detection range for exhaust CO2 content is preferably between 2 and 5% by volume.

[0018] In one embodiment, sampling is performed at intervals of approximately 60 minutes or less, or at different intervals when the offshore vessel is less than 20 nautical miles from the SECA boundary being monitored. Other sampling schemes may also be implemented.

[0019] overview Figure 1 shows an overview of the ocean sulfur dioxide emission switching monitoring system (1).

[0020] The emissions sampling device (10) is mounted (4) to at least one exhaust pipe of a funnel on an offshore vessel.

[0021] Referring to Figures 2a to 2e, the exhaust sampling device (10) has a housing (161) that encloses the subsystem of the exhaust sampling device (10) and protects it from dust and airborne dust particles (IP66 or NEMA 4x rated). The housing (161) is connected to a heat sink housing (162) that encloses a heat sink (8) and a thermoelectric generator (TEG) (6). The TEG (6) is connected to a collector (130) adjacent to the mount (4) for connecting and positioning the exhaust sampling device (10) within the exhaust stack of a marine vessel. The collector (130) may be enclosed in a collector housing (131). When installed in the exhaust stack, the collector (130) is located within the exhaust gas flow from the exhaust stack. The housing (161) also contains a pre-filter (12), a pump (22), an exhaust gas sensor subsystem (20), electronics drivers and processors (12), a satellite modem (14), a global positioning system (16), and a power management and battery backup system (24).

[0022] Referring again to Figure 1, the exhaust gas (50) from the exhaust stack is pumped by a pump (22) through the inlet of the pre-filter (12) of the exhaust sampling device (10). The pre-filter (12) also includes a condenser element, which will be discussed in more detail below. After the exhaust gas (51) has passed through the pre-filter (12), it 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. The exhaust gas (52) is then pumped by the pump (22) and exhausted from outside the exhaust sampling device (10) through the exhaust outlet of the gas absorption cell of the exhaust gas sensor subsystem (20).

[0023] The exhaust sampling device (10) further includes an exhaust gas sensor subsystem (20), a pump (22), and an electronic driver and processor (18) for controlling, processing, and storing data from a satellite modem (14). The pump (22), the electronic driver and processor (12), and the exhaust gas sensor subsystem (20) are further connected to a power management and battery backup system (24) which is in communication with the TEG (6) for power supply.

[0024] Location information from the Global Positioning System (GPS) (16) is further provided to a satellite modem (14) and transmitted along with other data to a monitoring center (30) over the network (28). The network (28) may include copper wire, fiber optics, wireless transmitters, routers, firewalls, switches, gateway computers, and / or edge servers.

[0025] The waste sampling device (10) on the offshore vessel is in communication with the monitoring center (30) via a satellite (26) and / or wireless communication (27) network (28).

[0026] Thermoelectric generator (TEG) Referring to Figures 9 and 10, a thermoelectric generator (TEG) (6) and a heatsink (8) are located inside the heatsink housing (162). The outputs of the TEG (6) and the heatsink (8) are power connectors (133) that supply power to a power management and backup system (24) that supplies power to the waste sampling device (10).

[0027] The solar collector (130) is fixed to the heat sink housing (162) and the TEG (6) using, for example, clamps and screws (175) to secure the solar collector (130) and the TEG (6) together with minimal separation. Insulation material may be present between the solar collector (130) and the heat sink housing (162). The solar collector (130) is placed in the exhaust gas of the exhaust stack. The solar collector (130) includes at least two heat pipes (170a), (170b) with a plurality of fins (171a), (171b), (171c), (171d), (171e) separated by spacers (172a), (172b), (172c), (172d), (172e).

[0028] Internal combustion engines in marine vessels typically emit exhaust gases from an exhaust pipe during operation, and these exhaust gases generally have a rising temperature. The fins (171a), (171b), (171c), (171d), and (171e) of the heat collector (130) directly collect heat from the exhaust gases in the exhaust pipe and transfer the heat through the heat pipes (170a) and (170b). From the heat pipes (170a) and (170b), the heat is transferred through a heat shield (174) to a heat transfer medium (173) that transfers heat to the TEG (6) and the heat sink (8). The heat shield (174) is located between the heat transfer medium (173) and the TEG (6). The heat shield (174) blocks heat to improve the effectiveness of the heat sink (8). The heat supplied to the heat sink (8) is dissipated on the heat dissipation surface (8a). The thermal carrier (173) comprises two dissimilar conductors that generate a potential, bounded at high temperatures by the exhaust gas pipe and at low temperatures by the heat sink (8). The TEG (6) generates power while being cooled and dissipating heat through the heat dissipation surface (8a) of the heat sink (8), generating a potential that can be stored and transferred to the power management and battery backup system (24) and / or directly power the exhaust sampling device (10) via the connector (133). The heat sink (8) absorbs heat from the TEG (6).

[0029] TEG(6) can be replaced with other self-generation options, which may include, but are not limited to, solar power or wind power.

[0030] The power management and battery backup system (24) controls battery charging from the TEG (6) according to the voltage and environmental specifications of the battery in the emission sampling device (10). The power management and battery backup system (24) calculates the charge state based on monitoring of voltage and current over time and temperature. The charge state value makes it possible to issue a warning when the battery is defective or undercharged.

[0031] Exhaust gas flow Figures 3a and 3b show the pre-filter, exhaust gas filter, sensor subsystem, and pump of the sulfur dioxide emissions system. The exhaust gas flow is indicated by arrows.

[0032] Generally, exhaust gas is sent through a pre-filter (4) by a pump (22). From the pre-filter (4), the exhaust gas moves through a condenser element (33) to a layered filter (34). From the layered filter (34), the exhaust gas is discharged outside the emission sampling device (10) through a gas absorption cell (35). A pressure / temperature sensor (36) is located between the gas absorption cell (35) and the pump (22).

[0033] Prefilter Figure 4 shows a pre-filter (12). The first end (12a) of the pre-filter (12) has an exhaust gas intake (200) and is located inside the exhaust gas cylinder. The second end (12b) of the pre-filter (12) is in communication with the condenser element (33) via a manifold (201), preferably made of stainless steel. The first end (12a) has an opening (202) equipped with a porous stainless steel filter (203) to receive the exhaust gas intake. The exhaust gas passes through the filter (203), through the manifold (201), and flows into a tube (204) connected to the first end (33a) of the condenser element (33). The stainless steel filter (203) preferably removes particulate matter larger than 0.05 microns.

[0034] condenser Referring to Figures 3a and 3b, the condenser (33) is formed by a sleeve (205) surrounding a tube (204). The tube (204) is preferably porous, allowing moisture to move from the inside (204a) to the outside (204b) of the tube (204). In one embodiment, the tube (204) is made of a polymer, and the sleeve (205) may be made of Gore-Tex® or other breathable material. Ambient air passing through the sleeve (205) may be used to cool the exhaust gas vapor as it moves through the tube (204). Although not shown, water or other fluid may be circulated within the sleeve (205) to assist in cooling the exhaust gas vapor as it moves through the tube (204). The exhaust gas vapor is preferably cooled to below the dew point temperature of the ambient atmospheric conditions. The second end (33b) of the condenser (33) is in communication with a layered filter (34).

[0035] Layered filter The layered filter (34) receives cooled air via a tube (206) through an intake port (207) connected to the intake flange (208) shown in Figures 5a to 5c. From the intake flange (207), exhaust gas vapor passes through the 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 is exhausted from the exhaust section (219) of the exhaust flange (218). Multiple gaskets (209), (211), (213), (215), (217), and filters (210), (212), (214), (216) are held between the exhaust flange (218) and the intake flange (208) via a plate (220) and bolts (221). The plate (220) further supports the pipe connection with the pipe (206).

[0036] It is preferable that the first filter (210), second filter (212), third filter (214), and fourth filter (216) 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 any size that sufficiently excludes the entry of particles larger than 2 μm to prevent infrared (IR) dispersion, and that excludes as many fine particles smaller than 2 μm as possible so that the gas absorption cell (240) described later does not suffer from the precipitation of small particles in the sample chamber.

[0037] gas absorption cell An example of a gas absorption cell (240) using non-dispersive infrared absorption spectroscopy (NDIR-AS) is shown in Figure 6. Exhaust gas vapor passes from the exhaust section (219) of the exhaust flange (218) to the intake port (241) of the gas absorption cell (240).

[0038] The gas absorption cell (240) has a first end (240a) equipped with an emitter (242) and a second end (240b) equipped with a detector (243), with the length (L) between the emitter (242) and the detector (243) forming a sample chamber (244). An intake port (241) and an exhaust port (245) are located between the emitter (242) and the detector (243) along the length (L) of the sample chamber (244) of the gas absorption cell (240). In one embodiment, the sample chamber (244) has a length of at least 28.5 cm.

[0039] 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 passband filters (248) and an infrared detector (249). Infrared light from the infrared source (246) is directed through the sample chamber (244) to the detector (243). A sensor (251) may be located within the sample chamber (244) for gas pressure and gas temperature. The location of the sensor (251) in Figure 6 is illustrative and can be anywhere within the sample chamber (244). The gas concentration is determined by measuring the attenuation of specific wavelengths at the detector (243) as the gas in the sample chamber (244) undergoes absorption. One or more passband or optical filters (248) are placed in front of the detector (243) to remove all infrared light other than wavelengths that can be absorbed by selected gas molecules. The detector (243) measures the amount of infrared (IR) light that was not absorbed by the filter (248). After passing through the sample gas chamber (240), the exhaust gas vapor exits the gas absorption cell through the exhaust port (245).

[0040] In embodiments of the present invention, the passband or optical filter (248) is specialized for sulfur dioxide.

[0041] In another embodiment of the present invention, the passband or optical filter (248) is specialized for carbon dioxide, sulfur dioxide, and water.

[0042] In yet another embodiment, the passband or optical filter (248) includes four filters corresponding to a carbon dioxide filter, a carbon dioxide reference filter, a sulfur dioxide filter, and a sulfur dioxide reference filter.

[0043] In another embodiment, a relative humidity sensor (250) is located in the exhaust port (245) and measures the water vapor content of the exhaust gas.

[0044] In an alternative embodiment, the gas absorption cell (240) has a single IR light source (246), and the detector (243) includes two detectors corresponding to two different passband filters (248) for different gases, e.g., carbon dioxide and sulfur dioxide, that are 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 to detect the target gas. Infrared light that does not interact with the target gas passes through a reference filter. The difference in transmitted light intensity of these two bandwidths is converted into gas concentration. The dual-wavelength sensor allows for stable measurements over long periods of operation because changes in the light source or gas cell over time are automatically compensated for by the output signal of the reference wavelength.

[0045] For carbon dioxide filters (248), 4.45 μm is preferred, based on 4.65 μm. For sulfur dioxide filters (248), 7.3 μm is preferred, based on 7.85 μm. For detecting water vapor content using background correction, the detection threshold is 7.85 μm, based on 4.65 μm.

[0046] In another embodiment, there may be more than one filter for carbon dioxide and more than one filter for sulfur dioxide.

[0047] In one embodiment, the carbon dioxide filter (248) is 1.9 to 2.1 μm. In another embodiment, the carbon dioxide filter (248) is 2.6 to 2.9 μm. In yet another embodiment, the filter (248) is 4.1 to 4.5 μm.

[0048] In one embodiment, the filter (248) for sulfur dioxide is 7.1 to 7.6 μm.

[0049] In one embodiment, other filters may exist in various bands that do not overlap with carbon dioxide and sulfur dioxide or other exhaust gases, for example, between 1.3–1.5 μm, 1.75–2.0 μm, 2.5–3.0 μm, and 5.0–8.0 μm.

[0050] In one embodiment, a reference band may further exist as a filter (248), which is less than + / - 0.2 μm below the filter. For example, the reference filter may be 3.09 μm, 3.72 μm, 3.95 μm, and / or 7.85 μm.

[0051] In yet another embodiment, a single IR light source (246) is configured such that the filter (248) consists of an emitter and multiple light sources adjacent to the IR light source (246).

[0052] The gas concentration is transmitted to the processor (18) of the electronic driver by one or more detectors. The exhaust gas (52) is then drawn out from the exhaust outlet of the emission sampling device (10).

[0053] Electronic driver / processor The processor (18) receives data related to the exhaust gas in the cylinder from the gas absorption cell (240) and various sensors, and transmits the gas-related data and other data to the monitoring center (30) via the satellite modem (14). The data is preferably transmitted as a byte array to reduce the amount of data transmitted. It should be noted that data from the emission sampling device (10) is transmitted periodically to the monitoring system (30), for example, via the satellite modem (14), regardless of whether communication is possible or whether there is sufficient energy to run the communication channel.

[0054] If the satellite (26) is unavailable, or if the emissions sampling device (10) does not have sufficient available energy to transmit data, timestamped emissions 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 a later time. The data may also be manually extracted from the emissions sampling device (10) as needed.

[0055] Furthermore, the power management system (24) of the waste sampling device (10) should be noted to prioritize data collection. The power management system (24) reduces energy consumption by stopping data transmission when the battery level is low.

[0056] An example of internal components related to the electronic driver and processor (18) is shown in Figure 11. The electronic driver 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), as well as one or more operating systems (828) and one or more computer-readable tangible storage devices (830), as shown in Figure 11. One or more operating systems (828) are stored on one or more computer-readable tangible storage devices (830) for execution by one or more processors (820) via one or more RAMs (822) (typically including cache memory). In the embodiment illustrated in Figure 11, each of the computer-readable tangible storage devices (830) is a magnetic disk storage device of an internal hard drive. Alternatively, each of the computer-readable tangible memory devices (830) is a semiconductor memory device such as ROM (824), EPROM, or flash memory, or other computer-readable tangible memory devices capable of storing computer programs and digital information.

[0057] The internal components (800a) further include R / W drives or interfaces (832) for reading from and writing to one or more portable computer-readable tangible storage devices that are present as part of the monitoring system (30).

[0058] A computer-readable storage medium can be a tangible device capable of holding and storing instructions for use by an instruction execution device. A computer-readable storage medium may be, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. A non-exclusive list of more specific examples of computer-readable storage media includes portable computer diskettes, 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 compact disk read-only memory (CD-ROM), digital multipurpose disks (DVDs), memory sticks, floppy disks, mechanically encoded devices such as punched cards or raised structures in grooves on which instructions are recorded, and any suitable combination of the above. As used herein, a computer-readable storage medium is not to be construed as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through optical fiber cables), or electrical signals transmitted through wires.

[0059] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computer / processor, and can also be downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network may include copper transmission cables, optical transmission fibers, wireless transmitters, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface within each computer / processor receives computer-readable program instructions from the network and transfers the computer-readable program instructions for storage on a computer-readable storage medium within each computer / processor.

[0060] Computer-readable program instructions for performing the operations of the present invention may be assembler instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state 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 ​​and procedural programming languages ​​or similar programming languages. In some embodiments, for example, an electronic circuit including a programmable logic circuit, a field-programmable gate array (FPGA), or a programmable logic array (PLA) may utilize state information of computer-readable program instructions to personalize the electronic circuit and execute the computer-readable program instructions in order to perform aspects of the present invention.

[0061] These computer-readable program instructions are provided to the processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, and the instructions executed via the processor of the computer or other programmable data processing device can generate a machine to create means for performing functions / actions specified in the blocks of a flowchart and / or block diagram. These computer-readable program instructions may be stored in a computer-readable storage medium that can instruct a computer, a programmable data processing device, and / or other device to function in a particular way, and the computer-readable storage medium having the instructions stored therein may be stored in a manufactured article containing instructions that implement the modes of functions / actions specified in the blocks of a flowchart and / or block diagram.

[0062] Computer-readable program instructions are loaded into a computer, other programmable data processing device, or other device, and the instructions executed on the computer, other programmable device, or other device may trigger a series of actions performed on the computer, other programmable device, or other device to generate a computer implementation process that implements the functions / actions specified in the blocks of a flowchart and / or block diagram.

[0063] Sampling data collection In this embodiment, data is collected from exhaust gases at least every 60 minutes. The collection rate may increase if the offshore vessel is less than 20 nautical miles from the monitoring SECA boundary.

[0064] Figure 13 is a sketch illustrating a strategic example of a ship crossing the SECA boundary (dotted line (120)) from the sea (121) to port 123 and returning to the sea (122). The ship's entry route is represented by a dashed line (124), and the ship's departure route is represented by short and long dashed lines (125). The arrows (126) on routes (124) and (125) represent approximately one hour of navigation.

[0065] The circles (127a)–(127j) along paths (124) and (125) represent the points where the system activates, which are described in detail below. The black circles (127g)–(127h) represent out-of-range or "bad" (i.e., non-compliant) measurements, while the open (white) circles (127a)–(127f) and (127j) represent within-range (i.e., compliant) measurements. Dotted circles indicate low-emission measurements, and solid circles indicate high-emission measurements.

[0066] An example strategy proceeds as follows, with the numbers referring to the points in Figure 11.

[0067] 127a—At this point, the vessel is outside the SECA boundary (120) on the port entry route (124), so high-sulfur fuel is permitted. At this point, the stricter SECA limits are not yet applied, so the readings from the emissions sampling device (10) will be high, but still compliant. The system takes measurements on a selected schedule, for example, every hour, as shown in Figure 11. If necessary, a more frequent or less frequent schedule can be selected as appropriate. Once measurements are taken, the data from the measurements—e.g., time, location, compliance status, and possibly raw sensor data readings—is stored in a repository on board the vessel for later transmission to a shore monitoring center (30).

[0068] 127b—The vessel is approaching the SECA boundary (120). The system will begin taking measurements, perhaps every 10 minutes or more, to obtain data indicating a switch from high-sulfur fuel to low-sulfur fuel.

[0069] 127c—The vessel will switch to low-sulfur fuel upon request, and the system will verify this by measurements indicating that emissions comply.

[0070] 127d—At this point, the ship is within range of the land-based cellular network. The system connects to the network and sends a status report to the server indicating that at least the onboard systems are functioning correctly and the ship is compliant. If necessary, at this point, a full upload of data from the onboard repository may be sent to the central server.

[0071] 127e—The ship is in port (123). The system continuously monitors emissions to ensure they remain compliant. Data in the repository can be uploaded to the monitoring center (30) at this point while the ship is in port, if it was not uploaded in 127d.

[0072] 127f – The vessel departed via departure route (125). Measurement results indicate that emissions remain within compliance with SECA standards.

[0073] 127g—The system detected a sample with a “bad” or out-of-range measurement. Outside the SECA boundary (120), the switch to high-sulfur fuel may have occurred too early, and the measurement may be a bad sample or a false reading due to transient conditions.

[0074] 127h—The system performs more frequent measurements over a period of time to confirm that the sample actually exhibits a non-conforming condition and is not based on false measurements. Since the measurements remain out of range, the system records this as a non-conforming condition.

[0075] 127j – Since the vessel is outside the SECA boundary (120), the system applies a higher range. The reading measured by the system is again "good," indicating that it meets the standards applicable to this region.

[0076] 127k - When the ship arrives at the next port (outside the map), all historical data accumulated since the last upload is sent from the ship's repository to the central server.

[0077] The system can send alerts regarding compliance or non-compliance to users of vessels equipped with emission sampling devices (10), or to enforcement agencies or government agencies.

[0078] Installation Options Figures 8a to 8f show examples of installation options for a shipboard emissions sampling device (10). In Figures 8a to 8d and 8f, there is a single funnel (140) containing multiple exhaust pipes (141), (143), (144), (145), and (146). Figure 8e shows multiple funnels (147a), (147b) of the type shown in Figure 8a. In each figure, the location (142) for installing the emissions sampling device (10) is indicated by a box.

[0079] Figures 8a and 8e show the front mounting options, and Figure 8d shows the rear mounting option. Figure 8b shows the outboard mounting.

[0080] Figure 8c shows a vessel having two straight pipes (141) in addition to a curved exhaust pipe (144). In the case of the curved pipe (144), a side mounting (142) as shown in the figure would be preferable.

[0081] Figure 8f shows a cruise ship funnel (148) designed with multiple exhaust pipes (149) that detach horizontally from the funnel (148) at the ends of the "wings".

[0082] Autonomous real-time monitoring method for sulfur dioxide and carbon dioxide Figure 7 shows a method for autonomously monitoring sulfur dioxide and carbon dioxide in ship exhaust emissions in real time.

[0083] In the first step, the monitoring system of the monitoring center (30) receives analytical and diagnostic data of exhaust substances from marine vessels (step (901)). The data may be transmitted to the monitoring system in a data array.

[0084] The exhaust substance analysis data may include date, time, latitude and longitude, sulfur dioxide value, carbon dioxide value, gas humidity, gas pressure, altitude of the emission sampling device (10), speed of the marine vessel, as well as the heading of the marine vessel, the type of fuel being used, and other information related to the marine vessel's exhaust.

[0085] Latitude and longitude data, date, time, altitude, bearing, and speed of a marine vessel may be supplied by a GPS system (16).

[0086] The sulfur dioxide and carbon dioxide values ​​are preferably raw detector values ​​from the detector (243) behind the passband filter (248).

[0087] The gas pressure and gas temperature are preferably measured by a sensor (251) in the sample chamber (244) of the gas absorption cell (240).

[0088] Gas humidity is supplied by a relative humidity sensor (250). Sulfur dioxide and carbon dioxide sensor values ​​can be calculated by an electronic driver and processor (18) from measurements provided by a gas absorption cell (240). Gas pressure can also be supplied by a gas pressure / temperature sensor (36).

[0089] Diagnostic data may include thermal data from temperature sensors in the enclosure or exhaust sampling device, battery voltage, TEG voltage, geolocation, sample gas adjustment, filter pressure present in the pre-filter or layered filter, and the number of misuse detections.

[0090] The enclosure temperature is measured by an internal gas pressure / temperature sensor within the exhaust sampling device, and the data is used to determine any abnormalities that may be caused by environmental conditions that place the exhaust sampling device outside its thermal operating range.

[0091] Battery voltage and TEG voltage are measured using a built-in analog-to-digital (ADC) converter to monitor thermal energy harvesting effects and battery capacity and degradation.

[0092] The filter pressure measures the difference in vacuum pressure in the gas path before and immediately after vacuum evacuation of the sample gas, and can indicate the trend of filter clogging over time. The gas pressure sensor may be located in the exhaust section (219) or intake section (207) of the layered filter (34). In addition, a pressure / temperature sensor (36) may be used.

[0093] The misuse count indicates whether the housing of the waste sampling device (10) has been removed or opened, and is a sum of the number of times the photodetector has been exposed to light, indicating whether the waste sampling device has been opened since manufacture, raising questions about the value after the count increases. Note that if the misuse detection count is activated, data will still be collected but will be flagged as potentially defective.

[0094] Please note that there is no connection to the ship's data system for either data collection or data transmission to the monitoring center (30).

[0095] The data provided to the monitoring center (30) can be supplemented with additional ship data. For example, a noon report can be obtained to provide additional data to understand fuel consumption and the relevant weather conditions in which the ship was, or had been, at the time of a particular fuel consumption.

[0096] The diagnostic data is used to determine whether the waste sampling device (10) is functioning correctly, whether the waste sampling device (10) is being misused, or whether the waste sampling device (10) should be replaced before it becomes obsolete.

[0097] The monitoring system at the monitoring center (30) extracts data and saves it to the repository (process (902)).

[0098] The monitoring system then calculates the carbon emission rate for distance and time and stores it in a repository (process (903)).

[0099] The monitoring system calculates the sulfur emission rate at a specific fuel level and stores the sulfur emission rate and the specific location of the offshore vessel in a repository (process (904)).

[0100] The monitoring system determines whether a specific location of an ocean vessel is within a regulated area (step (905)). The regulated area is identified by a list of latitude and longitude coordinates that define the boundary. For example, geofences may be used to determine whether each sample is inside or outside the boundary.

[0101] If the specific location of an offshore 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 that the sulfur emission rate is within the expected range and that the offshore vessel is in compliance with fuel regulations (Step (908)), and the procedure ends. The calculation of the sulfur content at the specific location and the associated limits is based on Regulation 14 of Annex VI of the MARPOL Convention.

[0102] Users may include the ship's owner, the ship's captain or other persons on board, the coast guard, other law enforcement agencies or users monitoring fuel consumption and environmental factors, or other users.

[0103] If a specific location is within a regulated area (step (906)) and the sulfur emission rate is not within the expected range of the regulated area (step (907)), the monitoring system determines whether the emission sampling device (10) is functioning correctly (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 functioning correctly by operating outside of predetermined parameters or has been misused (step (910)), a replacement emission sampling device (10) is sent to the offshore vessel, and a notification is sent to the user using the calculated sulfur emission rate (step (911)), and the method ends. Misuse of the emission sampling device can be determined by the number of times misuse has been received.

[0104] If a specific location is within a regulated area (step (906)) and the sulfur emission rate is not within the expected range of the regulated area (step (907)), the monitoring system determines whether the sulfur dioxide emission device (10) is functioning correctly (step (909)). If the monitoring system determines that the emission sampling device (10) is functioning correctly, is within the predetermined parameters, and has not exceeded the predetermined number of misuses (step (910)), it sends the calculated sulfur emission rate and a notification regarding non-compliance to the user (step (912)), and the method ends.

[0105] If the specified location is not within the regulated area (step (906)), this method terminates.

[0106] Aspects of the present invention will be described herein with reference to flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present invention. It will be understood that each block in the flowcharts and / or block diagrams, as well as combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer-readable program instructions.

[0107] The flowcharts and block diagrams in the drawings illustrate the structure, function, and operation of possible implementations of the system, method, and computer program product according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more implementable instructions for performing a particular logical function. In some alternative implementations, the functions written in the blocks may be performed in an order other than that shown in the drawings. For example, two consecutively shown blocks may actually be executed substantially simultaneously, or blocks may be executed in reverse order from time to time depending on the functions they contain. It should also be noted that each block in the block diagram, and / or the flowchart, and combinations of blocks in the block diagram, and / or flowchart, may be executed by a system based on special-purpose hardware that performs a particular function or operation, or a combination of special-purpose hardware and computer instructions.

[0108] The present invention may, in any possible level of technical detail, be a system, method, and / or computer program product. The computer program product may include a computer-readable storage medium (or more mediums) having computer-readable program instructions thereon for causing a processor to perform an aspect of the present invention.

[0109] User Interface Figure 12 shows an example of a user interface for conveying ship data to a client. The display can be implemented on any desired hardware, such as a tablet display (510) as shown in the figure. The example display in the figure is divided into a time data section (512) and has columns for geographical location (latitude / longitude) (513) and time (514). A scroll bar (523) may be provided to give simple navigation through the table in a manner common in the art. An identification section (515) may be provided to display information regarding the identification of the ship, which may include an image (524) and other information on the example display, such as the annotation "Type: Dry Bulk". A search box (516) may further be provided.

[0110] The map display (511) shows the ship's route (118) in the time interval indicated in the time data section (512). One of the time data entries (521) is selected, and the ship's position on the route (518) at that time is indicated by a circle (520) on the map.

[0111] The map further indicates the SECA boundary with a dashed line (517). Ships entering the port are required to switch to low-sulfur fuel before crossing the SECA boundary (517).

[0112] In this example, the vessel was late in switching fuels. While it was in the dotted line section (519) of the forward route (518), the vessel continued to burn high-sulfur fuel, meaning that during this period, the vessel was in violation of the regulations. The entry (522) on the time data display (512) corresponding to this period of non-compliance is highlighted to indicate that the violation occurred.

Claims

1. A method for autonomous sampling of exhaust gases from at least one exhaust stack of an offshore vessel using an emission sampling device, wherein the method is: The process involves a computer receiving exhaust substance data and diagnostic data from the exhaust sampling device and storing them in a repository. The process of calculating the carbon emission rate with respect to distance and time using the aforementioned computer, The process of using the computer to calculate the sulfur emission rate in the fuel burned by the offshore vessel at a specific location of the offshore vessel, The process of determining whether the specific location of the marine vessel is within a regulated area using the aforementioned computer, A step of determining whether the sulfur emission rate calculated by the computer for each specific location of the marine vessel within the regulated area is within the permissible range, For each specific location of the marine vessel within the regulated area where the calculated sulfur emission rate is within the permissible range, the computer sends a notification to the user regarding fuel compliance at the specified location. A method comprising the steps of: for each specific location of the marine vessel within the regulated area where the calculated sulfur emission rate is outside the permissible range, the computer determines whether the emission sampling device is functioning within predetermined parameters, and if the emission sampling device is functioning within the predetermined parameters, the computer sends a notification to the user regarding the calculated sulfur emission rate and non-compliance within the regulated area.

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

3. The method according to claim 1, wherein the exhaust gas data includes date, time, latitude and longitude, sulfur dioxide sensor value, carbon dioxide sensor value, exhaust gas humidity and exhaust gas pressure.

4. The method according to claim 3, wherein the exhaust substance data further includes the altitude of the emission sampling device, the speed of the offshore vessel, the bearing of the offshore vessel, and the type of fuel used by the offshore vessel.

5. The method according to claim 1, wherein the diagnostic data from the exhaust sampling device includes the temperature inside the solar collector of the exhaust sampling device, the battery voltage of the exhaust sampling device, the thermoelectric generator voltage of the exhaust sampling device, the geolocation of the exhaust sampling device, the filter pressure present in the pre-filter or layered filter of the exhaust sampling device, and the number of times the exhaust sampling device has been detected to be misused.

6. The method according to claim 1, wherein the user is the owner of the offshore vessel, a law enforcement agency, an environmental regulatory agency, or any other person on board the offshore vessel.

7. An exhaust sampling device for sampling exhaust substances from the exhaust stack of an offshore vessel, A pre-filter for removing particulate matter from exhaust gas, comprising a first end having an exhaust inlet, a second end having an outlet, and a filter between the exhaust inlet and outlet, within the exhaust stack of the marine vessel, A condenser element for cooling exhaust gas having a first end and a second end connected to the outlet at the second end of the prefilter, wherein the condenser element includes a porous tube surrounded by a sleeve, A layered filter for removing particulate matter from exhaust gas, connected to the second end of the condenser element, the layered filter includes an inlet connected to an inlet flange, at least a first gasket, at least a first filter, and an exhaust section connected to an exhaust flange, A gas absorption cell for determining sulfur dioxide and carbon dioxide levels in exhaust gas, having an inlet connected to the exhaust section of the layered filter and an exhaust outlet for discharging gas from an exhaust sampling device, wherein the gas absorption cell has a first end having an emitter including a reflector and an infrared source, and a second end having at least one detector and at least two passband filters, one of the passband filters being specialized for carbon dioxide and the other passband filter being specialized for sulfur dioxide, and the first end and the second end of the gas absorption cell are separated by a sample gas chamber extending to the length between the first end and the second end of the gas absorption cell, A pump for sending exhaust gas from the exhaust stack of the marine vessel through the pre-filter, the condenser element, the layered filter, the gas absorption cell, and out of the exhaust outlet, A processor for receiving sulfur dioxide and carbon dioxide levels from the gas absorption cell and controlling the pump, An exhaust sampling device comprising the processor, the pump, the prefilter, the condenser element, the layered filter, and a housing surrounding the gas absorption cell.

8. The waste sampling apparatus of claim 7 further includes a power management system and a battery backup, which are provided within the housing and are in communication with the processor and the pump.

9. A heat collector in the exhaust stack of the aforementioned marine vessel, comprising at least two heat tubes having a plurality of fins spaced apart by spacers for collecting heat from the exhaust gas in the exhaust stack, A thermoelectric generator connected to the aforementioned solar collector via a heat transfer medium, A heat shield between the heat transfer medium and the thermoelectric generator, A heat sink connected to the thermoelectric generator for dissipating the heat received from the thermoelectric generator and the heat collector, The waste sampling apparatus according to claim 8, further comprising the thermoelectric generator and a connector connected to the power management system for receiving potential from the cooling and dissipation of heat between the solar collector and the heat sink.

10. The waste sampling apparatus according to claim 9, wherein the connector, the heat sink, the heat shield, and the thermoelectric generator are surrounded by a heat sink housing mounted on the housing of the waste sampling apparatus.

11. The waste sampling apparatus according to claim 7, further comprising a modem in communication with the processor.

12. The waste sampling device according to claim 7, wherein 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 are provided between the inlet flange and the outlet flange of the layered filter.

13. The exhaust sampling apparatus according to claim 12, wherein the first filter filters out 10-micron fine particles from the exhaust gas, the second filter filters out 1-micron fine particles from the exhaust gas, and the third filter filters out 0.45-micron fine particles from the exhaust gas.

14. The emission sampling apparatus according to claim 7, wherein the passband filter for sulfur dioxide is 7.3 microns and the passband filter for carbon dioxide is 4.45 microns.

15. The emission sampling apparatus according to claim 14, wherein the passband filter further comprises a 7.85 micron sulfur dioxide reference filter and a 4.65 micron carbon dioxide reference filter.

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