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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 Fig. 7. Annual electricity production (left axis) and net electrical power (right axis) from the WHR units for the container ship with indication of design points (×). container vessel, the main engine operates at higher average loads (more than 2300 h at around 50%). In 2015 the engine load was kept above 30% at all times, and the normal operating range was, therefore, in the range between 40% and 60% of the main engine load. A high amount of electricity can be produced from the low-sulfur exhaust gases (ORC: 2.39 GW h and SRC: 1.92 GW h). However, for the high-sulfur exhaust gases it is not possible to find an ORC unit solution which re- spects the boiler feed temperature constraint. This is due to the low amount of energy available after production of service steam. The use of scavenge air for the working fluid preheating prior to the exhaust gas boiler could enable ORC unit operation for this case. Again the highest fuel savings are obtained with the ORC unit utilizing the low-sulfur exhaust gases. Fuel savings of 7.6% are reached when all electricity is used aboard the ship. In the case where the turbine efficiency is 90% the fuel savings reach 9.7%. The electricity produced from the scavenge air (0.34 GW h) is si- milar to that of the jacket water (0.35GWh) for the bulk carrier. Operating the engine at higher average loads compared to the container vessel, increases the energy recovered by the ORC unit exploiting the scavenge air heat. 3.3.4. Oil tanker In 2015, the oil tanker operated at fairly high loads (70% − 80%). The demand for propulsion power was always higher than 40%, thus implying a relatively larger amount of waste heat available compared to the two previous vessels. Fig. 9 shows that the recovered heat from the scavenge air increases substantially. Again, the ORC unit utilizing the low-sulfur exhaust gases produces a large amount of electricity (ORC: 2.36 GW h and SRC: 2.07 GW h). The corresponding fuel savings are 6.5% for the ORC when the electricity is used aboard the ship. For a turbine efficiency of 90%, the fuel savings reach 8.4%. As for the bulk carrier, it is not possible to find a feasible ORC unit solution which complies with the boiler feed temperature constraint in the case of high- sulfur exhaust gas utilization. When operating at high speeds, the heat in the scavenge air becomes a valuable source. The total electricity produced from the scavenge air using the ORC technology is 0.75 GW h, while 0.35 GW h is produced from the jacket water. 3.4. Key points from the energy analyses The results of the energy analyses entail the following remarks: 1. The exhaust gas heat is an extremely promising energy source for the ORC technology in the cases with engines using low-sulfur fuel. When combined with preheating with the jacket water heat, the ORC unit can convert the exhaust gas heat at relatively high thermal efficiencies, leading to yearly fuel savings up to 10%. The estima- tions of recoverable energy with ORC units provided in this section are made using a simple design methodology, where the WHRSs are optimized based on the design point and using predefined engine tunings. By using the advanced design methodologies developed by Larsen et al. [59] and Baldi et al. [60], considering combined 132PDF Image | organic Rankine cycle power systems for maritime applications
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