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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 Fig. 3. Engine power and number of ships equipped with four-stroke and two-stroke diesel engines by ship type. Bulk carriers, container ships and tankers are considered: a) Main engine power, b) Number of units. The data are taken from the third IMO greenhouse gases study [3]. to utilize the exhaust gas heat after the turbochargers and the PT for steam evaporation while utilizing the scavenge air and jacket water heat for feed water preheating. In large ships, the electric load is usually lower than the power that can be recovered from the thermal energy expelled by the main engine. An option improving flexibility and performance is to use a shaft- mounted motor/generator between the main engine and the propeller [51]. In this way, the electricity supplied by the PT or the SRC unit can be converted into mechanical power so as to reduce fuel consumption and emissions. 3.3. Energy analyses What follows next is an evaluation of the yearly available waste heat and the recoverable energy using the ORC technology, for three se- lected vessels, i.e., a container ship, a bulk carrier, and an oil tanker. The container ship is based on a Mærsk Line vessel, similar to the one studied in Andreasen et al. [52]. The bulk carrier and oil tanker are based on the ships Nord Neptune and Nord Goodwill, respectively, which are owned by Dampskibsselskabet NORDEN A/S. Only the heat sources available from the main engines were considered, given the relatively low contribution provided by the auxiliary engines. Table 1 lists the approximate sizes of the vessels and the main engine specifi- cations used for estimating the WHR potential. As shown in Fig. 4, there are four streams which can be exploited for WHR: exhaust gases, jacket water, lubricating oil, and scavenge air. The low temperature of the lubricating oil, around 45 °C, discourages the use of this source for WHR. Therefore, the evaluation of WHR potential only included the utilization of exhaust gases, scavenge air, and jacket water heat. As an example of the share of these waste heat sources, Fig. 5 shows a Sankey diagram of the distribution of power and heat flows, and their temperatures, for the engine MAN 6S80ME-C9.5 at 100% load. Two cases were studied for the exhaust gases: a con- temporary scenario where engines using high-sulfur fuels, for example Fig. 4. Simplified layout of a state-of-the-art ma- chinery system aboard large ships. Streams marked in red represent water streams at high temperature, while those marked in blue refer to water streams at low temperature. Yellow lines represent the lubricating oil circuit, and black lines represent the air and exhaust gases flows. The potential heat sources are indicated with bold font. 129PDF Image | organic Rankine cycle power systems for maritime applications
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