Waste Heat Source Profiles for Marine Application of Organic Rankine Cycle

Ng, ChunWee; Tam, Ivan C. K.; Wetenhall, Ben

doi:10.3390/jmse10081122

Cited by 11 publications

(6 citation statements)

References 16 publications

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“…The previous equation has different correction coefficients which are tabulated in Table 5 [51]. The coefficients relating to the cost, material and pressure corrections are symbolized with K, F M and F P , respectively.…”

Section: Economic Modeling Of Teg-orc Systemmentioning

confidence: 99%

“…Moreover, there is a factor (Z) which is based on the required area of heat exchangers or the required power of the expander and pump. The expander corrections factors are assumed to be 3.514, 0.589, 0 and 3.5 for K 1 , K 2 , K 3 and F P , respectively [51]. Equation ( 11) is proposed to be used for evaluating the entire purchase expenses of the ORC system.…”

Section: Economic Modeling Of Teg-orc Systemmentioning

confidence: 99%

“…It may be evaluated using the anticipated yearly fuel savings and CO 2 taxes savings. The current study's discounted payback time may be assessed using Equation (15) [51].…”

Section: As Anncomentioning

confidence: 99%

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Thermodynamic Analysis and Economic Assessment of Organic Rankine Cycle Integrated with Thermoelectric Generator Onboard Container Ship

Elkafas

2024

Processes

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In July 2023, the International Maritime Organization (IMO) presented an updated strategy for decarbonizing maritime transport and achieving net-zero greenhouse gas emissions by 2050. It is therefore imperative to explore innovative solutions to achieve a blue economy and maximize energy efficiency on-board ships. For this reason, the current study aims to integrate the organic Rankine cycle (ORC) and thermoelectric generator (TEG) on board a container ship to generate electrical energy and reduce fuel consumption. The combined system will benefit from the waste heat of a marine diesel engine installed on board. The current study uses R245fa as the organic liquid and analyzes the effects of varying the evaporation pressure on the energetic and economic performance indicators by modeling the combined system in Engineering Equation Solver (EES) software. The results show that the energy efficiency of the ORC system increases from 12.3% at 3.5 bar to 17.3% at 8 bar. In comparison, the energy efficiency of the TEG unit is 6.9% at different evaporation pressures. In addition, the energy efficiency of the TEG-ORC system is 18.3% with an output of 1386 kW at 8 bar, which is an increase of 30.5% compared to the value at 3.5 bar. This generated power reduces fuel consumption by around 1580 ton/year. From an economic point of view, the energy production cost of the combined system is USD 618/kWh and USD 614/kWh at the lowest and maximum evaporation pressure, respectively. Fuel costs and CO2 tax expenditures could be reduced by up to USD 1.169 million/year and USD 0.47 million/year, respectively, through the combined TEG-ORC system.

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Section: Economic Modeling Of Teg-orc Systemmentioning

confidence: 99%

Section: Economic Modeling Of Teg-orc Systemmentioning

confidence: 99%

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Thermodynamic Analysis and Economic Assessment of Organic Rankine Cycle Integrated with Thermoelectric Generator Onboard Container Ship

Elkafas

2024

Processes

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“…This represents a significant advancement in the initial stages of ORC design [39]. Moreover, one study on Ng compared two cycle configurations, simple ORC and recuperative ORC, and the results showed that recuperative ORC offers an additional 16% extra net work output over simple ORC [40]. An operational profile-based thermal-economic evaluation model was established to provide an evaluation of the organic Rankine cycle used for marine engine waste heat in research.…”

Section: Introductionmentioning

confidence: 99%

Complex Use of the Main Marine Diesel Engine High- and Low-Temperature Waste Heat in the Organic Rankine Cycle

Lebedevas,

Čepaitis

2024

JMSE

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The decarbonization problem of maritime transport and new restrictions on CO2 emissions (MARPOL Annex VI Chapter 4, COM (2021)562) have prompted the development and practical implementation of new decarbonization solutions. One of them, along with the use of renewable fuels, is the waste heat recovery of secondary heat sources from a ship’s main engine, whose energy potential reaches 45–55%. The organic Rankine cycle (ORC), which uses low-boiling organic working fluids, is considered one of the most promising and energy-efficient solutions for ship conditions. However, there remains uncertainty when choosing a rational cycle configuration, taking into account the energy consumption efficiency indicators of various low-temperature (cylinder cooling jacket and scavenging air cooling) and high-temperature (exhaust gas) secondary heat source combinations while the engine operates within the operational load range. It is also rational, especially at the initial stage, to evaluate possible constraints of ship technological systems for ORC implementation on the ship. The numerical investigation of these practical aspects of ORC applicability was conducted with widely used marine medium-speed diesel engines, such as the Wartsila 12V46F. Comprehensive waste heat recovery of all secondary heat sources in ORC provides a potential increase in the energy efficiency of the main engine by 13.5% to 21% in the engine load range of 100% to 25% of nominal power, while individual heat sources only achieve 3% to 8%. The average increase in energy efficiency over the operating cycle according to test cycles for the type approval engines ranges from 8% to 15% compared to 3% to 6.5%. From a practical implementation perspective, the most attractive potential for energy recovery is from the scavenging air cooling system, which, both separately (5% compared to 6.5% during the engine’s operating cycle) and in conjunction with other WHR sources, approaches the highest level of exhaust gas potential. The choice of a rational ORC structure for WHR composition allowed for achieving a waste heat recovery system energy efficiency coefficient of 15%. Based on the studied experimental and analytical relationships between the ORC (generated mechanical energy) energy performance (Pturb) and the technological constraints of shipboard systems (Gw), ranges for the use of secondary heat sources in diesel operational characteristic modes have been identified according to technological limits.

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“…For ships using traditional marine diesel, how to improve fuel burning efficiency and reduce carbon emissions is a major challenge. However, many studies have found that engine power saving can have a significant effect on emission reduction [17,18]. The IMO's energy-saving framework is expected to have a significant impact on shipping patterns [16].…”

mentioning

confidence: 99%

Effects of the Carbon Intensity Index Rating System on the Development of the Northeast Passage

Tsai

Lin

2023

JMSE

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For many years, the Suez Canal (also known as the Suez Route) has been the main route connecting Europe and Asia. However, compared with the Suez Route, the Northeast Passage could save up to 41% of the journey. The ship carbon intensity index (CII) rating system of the International Maritime Organization (IMO) came into effect in 2023. This study took an existing bulk carrier on the Europe–Asia route as an example to calculate the attained CII values at different sailing speeds. It was found that, regardless of external factors, when the ship speed dropped from 14.4 knots (85% maximum continuous rating (MCR)) to 12.6 knots (55% MCR), the corresponding attained CII value decreased from 6.48 g/ton·nm to 5.19 g/ton·nm. Therefore, sailing speed was the key factor influencing the attained CII value, and it was independent of the shipping distance. In addition, when the ship’s sailing output power was between 85% MCR and 75% MCR, for every 5% decrease in MCR, its attained CII value would decrease by 0.13 g/ton·nm, and the fuel consumption amount would decrease by 1 ton/day. However, when the ship sailed at an output power of 75% MCR to 55% MCR, for every 5% decrease in MCR, the attained CII value would decrease even more, up to 0.26 g/ton·nm. In addition, the attained CII value would be reduced by up to 100% and fuel consumption amount would be reduced by up to 1.5 ton/day, resulting in a 50% fuel saving effect. Therefore, to obtain a better CII rating, the optimal ship speed should be set between 75% MCR and 55% MCR according to the wave and wind strengths. However, although slow-speed sailing is the most efficient factor, the number of sailing days would also be extended. Through the ratio created by dividing the distance of the Northeast Passage by the Suez Route, whether the Northeast Passage has the benefit of balancing shipping schedules could be judged. The outcome indicated that a ratio lower than 1 would result in a more balanced shipping schedule. Compared with 2019, the number of ships sailing through the Northeast Passage in 2021 increased significantly by 132%, and the average dead weight tonnage of the ships also rose from 18,846 tons to 23,736 tons. This study found that, with the implementation of the carbon reduction policy of the CII rating, ships sailing through the Northeast Passage could continue to develop toward the trend of large-sized vessels and steady increase in ship number.

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Waste Heat Source Profiles for Marine Application of Organic Rankine Cycle

Cited by 11 publications

References 16 publications

Thermodynamic Analysis and Economic Assessment of Organic Rankine Cycle Integrated with Thermoelectric Generator Onboard Container Ship

Thermodynamic Analysis and Economic Assessment of Organic Rankine Cycle Integrated with Thermoelectric Generator Onboard Container Ship

Complex Use of the Main Marine Diesel Engine High- and Low-Temperature Waste Heat in the Organic Rankine Cycle

Effects of the Carbon Intensity Index Rating System on the Development of the Northeast Passage

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