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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 Fig. 1. Block diagram of an organic Rankine cycle power system recovering the heat from hot jacket water [9]. heat recovery (WHR) is well-established; however, its use for maritime applications is mostly limited to the utilization of heat sources of fairly high temperatures (> 250 °C). A possible alternative is the use of organic Rankine cycle (ORC) systems. These units operate as a Rankine heat engine using an organic compound as the working fluid. This adds a degree of freedom (i.e., the working fluid) in the design phase which can be used to tailor the plant to the power capacity and temperature difference between the heat source and heat sink [7]. Furthermore, the thermophysical properties of organic fluids allow for manufacturing efficient expanders, especially at power capacities lower than a few megawatts [8]. Fig. 1 shows the diagram of an exemplary ORC power system harvesting the heat from the jacket cooling water of the main engine aboard a container ship (see Ref. [9]). The simplest layout of an ORC unit comprises the following components: evaporator, expander, condenser, liquid receiver and pump. A recuperator placed after the turbine may be added to preheat the fluid and thereby increase the energy conversion efficiency. Today, the ORC technology is mainly used for the conversion of thermal power from biomass combustion, liquid-dominated geothermal reservoirs, and waste heat from industrial processes [8]. For the time being, only three ORC units have been tested aboard three ships, namely, an ORC unit on the merchant ship M V Figaro, an ORC unit on the container ship Arnold Mærsk, and a third unit installed on board the coal carrier Asahi Maru. A number of challenges, e.g., the high purchase cost, the flammability and toxicity of the working fluid, and the in- tegration on board, exist before economy of production and standar- dization can be achieved. In 1984, Angelino et al. [10] presented a first review on the design, construction, and testing of ORC power systems, from the perspective of the Italian activity. Since then, a number of review works on topics related to the ORC technology have been published. While some re- views provide a general overview of the technology [7,8,11–16], others focus on specific aspects such as the heat source characteristics [17] or the applications [18–22]. Other reviews analyze the details of compo- nents design for ORC units, presenting the advances on expanders de- sign [23–28] or the selection criteria of working fluids [28–30]. Regarding the application of ORC units for WHR, Lecompte et al. [31] presented recently a general review. Earlier, Ziviani et al. [32] analyzed the challenges of ORC systems used for low-grade thermal energy recovery. Rahbar et al. [33] presented a review of ORC power systems for small-scale applications, including WHR of internal com- bustion engines. Tocci et al. [34] also presented a review of small-scale ORC power systems, with a special focus on the specific cost of these systems. Liang et al. [35] and Saidur et al. [36] reviewed different technologies, including ORC power systems, for WHR from exhaust gas heat. The economic and technical feasibility of different power cycles were presented and discussed. The application of ORC units for WHR of internal combustion engines was expanded by Sprouse and Depcik [37] in their review, which focused on the exhaust gases of vehicle engines. Concerning the WHR from diesel engines, Wang et al. [38] presented a survey on the use of SRC and ORC power systems. The main topics were the effect of the expander performance on the plant efficiency and the selection of the working fluid. Shu et al. [39] and Singh and Pedersen [40] reviewed different WHR technologies for two-stroke marine diesel engines. In the review by Shu et al. [39] ORC power systems were suggested as promising technologies for WHR on ships. Moreover, Bouman et al. [41] reviewed the state-of-the-art technologies for re- ducing the greenhouse gases emissions from shipping, including a re- view of WHRS for power and propulsion. Pili et al. [42] presented a study evaluating the economic feasibility of integrating ORC power systems in different transportation sectors, including maritime trans- port. The authors concluded that the low weight ratio of ORC units to ships payload, and the high share of fuel costs of the total cost of shipping, result in a very profitable use of ORC power systems. In the above-mentioned works, there is no comprehensive review of the use of ORC power systems for maritime applications addressing the design and operational features of ORC units relevant for this particular application. A survey is lacking on the actual potential of this tech- nology, based on the availability of heat sources on the shipping fleet worldwide. Furthermore, no previous study has addressed the chal- lenges nor provided directions for future research for the integration of ORC power systems in marine applications. This paper aims at de- termining the most relevant vessel types and heat sources for the im- plementation of the ORC technology on large ships. The analysis pre- sented here is not only based on published scientific literature, but is also supported by a detailed analysis of data for the design and op- erational profiles of existing ships. Guidelines on the integration on board, cycle layout, and the working fluid and components selection are given considering environmental, technical, and economic criteria. Challenges and limitations are outlined accounting for operational and technical constraints. The fuel-saving potential of the implementation of ORC power systems aboard is estimated for different ship types. The ORC technology is compared with other available WHRSs, e.g., the SRC unit and the Kalina cycle (KC) plant, and future R&D areas are identi- fied. Data for the review were retrieved from open literature, private communications with ship owners and an engine manufacturer, and the Clarksons Research World Fleet Register [43]. First, the paper introduces (Section 2) the current legislation reg- ulating the emissions in the marine sector. Section 3 ranks the ship types by number of units, main engine power, and CO2 emissions. Here, the available heat sources are screened and the WHR potential is quantified. Section 4 is dedicated to the design of the ORC unit and its integration on board. Section 5 describes other alternative WHR tech- nologies. Limitations, challenges and possible R&D areas are outlined in Section 6. Concluding remarks are given in Section 7. 2. Legislation Most merchant ships operate across country borders and in inter- national waters. Therefore, the IMO issues regulations on ship emis- sions under the umbrella of the United Nations. Until now, the IMO has set limits on CO2, NOx and fuel sulfur content, the latter being related to SOx emissions and, to some extent, particle emissions. The first binding agreement on emissions since the Kyoto Protocol, was the establishment of the energy efficiency design index (EEDI) for ships [44]. The EEDI is the ratio of CO2 emissions associated with the main and auxiliary engines of a ship to the product of its capacity and speed, expressed in grams of CO2 per tonne nautical mile (g t−1 M−1). The method for calculating the index accounts for factors such as the type of fuel, machinery system layout, and the use of green technolo- gies, e.g., renewable energy sources [45]. The reference EEDI is a line relating the average energy efficiency versus the deadweight of ships built between 2000 and 2010. Based on this reference, the required 127PDF Image | organic Rankine cycle power systems for maritime applications
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