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Techno-Economic Comparison of Dual-fuel Marine Engine Waste Energy Recovery Systems

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Abstract

Nowadays alternative and innovative energy recovery solutions are adopted on board ships to reduce fuel consumption and harmful emissions. According to this, the present work compares the engine exhaust gas waste heat recovery and hybrid turbocharger technologies, which are used to improve the efficiency of a dual-fuel four-stroke (DF) marine engine. Both solutions aim to satisfy partly or entirely the ship’s electrical and/or thermal loads. For the engine exhaust gas waste heat recovery, two steam plant schemes are considered: the single steam pressure and the variable layout (single or dual steam pressure plant). In both cases, a heat recovery steam generator is used for the electric power energy generation through a steam turbine. The hybrid turbocharger is used to provide a part of the ship’s electric loads as well. The thermodynamic mathematical models of DF engines, integrated with the energy recovery systems, are developed in a Matlab-Simulink environment, allowing the comparison in terms of performance at different engine loads and fuels, which are Natural Gas (NG) and High Fuel Oil (HFO). The use of NG always involves better efficiency of the system for all the engine working conditions. It results that the highest efficiency value achievable is 56% at 50% maximum continuous rating (MCR) engine load.

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Abbreviations

AC:

air cooler

AF:

compressor inlet air filter

AFC:

Annual Fuel Cost

AMC:

Annual Maintenance Cost

Ae :

pipe wall external area (m2)

Ai :

pipe wall internal area (m2)

Am1 :

pipe wall logarithm area (m2)

BV:

bleed valve

C:

turbocharger compressor

CAPEX:

Capital Expenditure

CII:

Carbon Intensity Indicator

CP:

evaporator circulating pump

DF:

Dual-Fuel engine

E:

Economizer

ECA:

Emission Control Area

EEXI:

Energy Efficiency Existing Ship Index

EG:

Electric generator

EM/G:

Electric Motor/Generator

ENG:

Engine

EV:

Evaporator

FP:

Feed Pump

GD:

Gas Deviator

GHG:

Green House Gases

HFO:

Heavy Fuel Oil

HP:

High Pressure

HRSG:

Heat Recovery Steam Generator

HTC:

Hybrid Turbocharger

HWT:

Heat Water Tank

h :

specific enthalpy (kJ/kg)

he :

external pipe convective heat transfer coefficient (kW/(m2 K))

hi :

internal pipe convective heat transfer coefficient (kW/(m2 K))

k :

wall thermal conductivity (kW/(m K))

IC:

Investment cost

ILV:

Isenthalpic Lamination Valve

IMO:

International Maritime Organization

JW:

Jacket Water

LP:

Low Pressure

MCR:

Maximum Continuous Rating

MFP:

Main Feed Pump

M:

mass flow rate (kg/s)

N:

shaft speed (r/min)

n:

Number of years

NCR:

Normal Continuous Rating

NG:

Natural Gas

OPEX:

Operational Expenditure

P :

Power (kW)

Q′ :

shaft torque (Nm)

p:

pressure (Pa)

P :

Power (W)

R:

Discount rate

Re :

external pipe thermal resistance (K/kW)

Ri :

internal pipe thermal resistance (K/kW)

SC:

SCavenger

SCO:

Steam COndenser

SCP:

Steam Condensing Pump

SD:

HRSG evaporator Steam Drum

SH:

SuperHeater

SSC:

Steam Service Condensing outlet

SSS:

Ship Steam Service

ST:

Steam Turbine

s :

pipe wall thickness (m)

T:

temperature (K), turbocharger turbine

TC:

TurboCharger

V:

Valve

VL:

Variable Layout

VTNA:

Variable Turbine Nozzle Area

WHR:

Waste Heat Recovery

0s:

heat water tank outlet

0s COND:

steam condensing pump outlet

0sc:

main feed pump outlet

00sc:

scavenger water outlet

1g:

turbocharger turbine outlet

1s:

economizer water outlet

2g:

evaporator gas inlet

2s:

evaporator water inlet

2′ s:

evaporator steam outlet

3g:

economizer gas inlet

3s:

superheater steam outlet, steam turbine inlet

3sd:

HRSG stean drum steam outlet

4g:

HRSG gas outlet

4s:

vacuum condenser inlet

5s:

steam condensing pump

6s:

jacket water outlet Subscripts

a :

Air

amb:

Ambient

cs:

Control Signal

e :

External

el:

Electric

E:

Engine

EM/G:

Electric Motor/Generator

f :

Fuel

g :

Gas

HP:

High Pressure

i:

Inlet, Internal

LP:

Low Pressure

MF:

Fuel Mass

o:

Outlet

s:

Steam, Signal

pp:

Pinch Point

T:

Turbine

TC:

Turbocharger

w:

Wall

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Authors and Affiliations

  1. Department of Mechanical, Energy, Management, Transport Engineering, University of Genoa, Polytechnic School, Genoa, Italy

    Ugo Campora

  2. Department of Industrial Engineering, University of Naples “Federico II”, School of Polytechnic and Basic Sciences, Naples, Italy

    Tommaso Coppola & Luca Micoli

  3. Department of Science and Technology, University of Naples “Parthenope”, Naples, Italy

    Luigia Mocerino

  4. Department of Engineering, University of Messina, Messina, Italy

    Valerio Ruggiero

Authors
  1. Ugo Campora
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  2. Tommaso Coppola
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  3. Luca Micoli
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  4. Luigia Mocerino
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  5. Valerio Ruggiero
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Corresponding author

Correspondence to Tommaso Coppola.

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Competing interest The authors have no competing interests to declare that are relevant to the content of this article.

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Article Highlights

• Three different energy recovery systems are considered for the application to a DF four-stroke marine engine (MAN 4-stroke DF 516018V) and two different fueling: natural gas and heavy fuel oil

• The solutions can be applied in the maritime sector of hybrid turbocharge (HTC)

• Comparative analysis shows that the use of NG involves better energy efficiency of the system for all the engine working conditions

• The simultaneous use of the waste heat recovery (WHR) and WHR-variable layout plants with the HTC one produces a significant increase in ship management cost savings.

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Campora, U., Coppola, T., Micoli, L. et al. Techno-Economic Comparison of Dual-fuel Marine Engine Waste Energy Recovery Systems. J. Marine. Sci. Appl. 22, 809–822 (2023). https://doi.org/10.1007/s11804-023-00368-0

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  • DOI: https://doi.org/10.1007/s11804-023-00368-0

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