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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 Fig. 8. Annual electricity production (left axis) and net electrical power (right axis) from the WHR units for the bulk carrier with indication of design points (×). optimization of engine tuning and WHRS design [59] and optimi- zation of the WHRS based on the operational profile of the ship [57], it is possible to enhance the recovery potential of WHRSs. With such design methodologies, it is estimated that the yearly fuel savings could be 10–15% in cases where the electricity is used on board the ship. 2. Retrofitting ORC units for recovery of exhaust gas heat from HFO (high-sulfur) fueled engines is challenging due to the heat demand for service steam and the requirements of high boiler feed tem- peratures. The technical feasibility of recovering exhaust gas heat increases with the size of the ship, since the fraction of the waste heat used for service steam decreases with engine size. As discussed in Andreasen et al. [52], the use of scavenge air preheating, turbine extraction, or novel fluids with very dry characteristics can possibly enable the ORC unit to reach the required boiler feed temperature. 3. In comparison to the state-of-the-art dual-pressure SRC unit, the ORC unit showed superior performance for the low-sulfur fuel case. In the high-sulfur fuel case for the container ship, the ORC and SRC units recovered similar amounts of energy. It is important to note that the nominal power outputs of the SRC units simulated in the energy analyses are below 600 kW. Dual-pressure SRC units in this power size are rarely seen. For this power range, the ORC unit is the preferred technology [7], which is also expressed in the results of the energy analysis. 4. The scavenge air heat is the greatest waste heat source, in terms of available waste energy. However, the amount of heat and the tem- perature at which it is available strongly relates to the engine load, which results in low availability of heat if the vessel adopts a slow- steaming strategy. As a consequence, the heat can only be converted at a modest thermal efficiency by using an ORC unit. The use of the scavenge air heat is more attractive for bulk carriers and tankers sailing at higher average loads than container ships do. On the other hand, slow-steaming practices may be abandoned in the future due to the increase of freight rates, low fuel prices, and the use of en- gines of smaller size. In this scenario, recuperating the heat in the scavenge air could become crucial to abate the fuel consumption and emissions. 5. The heat in the jacket water is less dependent on the engine load. For low main engine loads, it is therefore possible to recover more energy from the jacket water than from the scavenge air. 4. Design and control of ORC power systems This section presents a review of the works related to ORC power systems for maritime applications; a summary is provided in Table 3. The purpose is to identify the most suitable cycle architecture, working fluid and equipment (turbine, heat exchangers and pumps) depending on the heat source. In this part, the economic feasibility of the ORC technology and the integration on board are also assessed. Finally, the commercial products available on the market are reviewed. 4.1. Cycle architecture Organic Rankine cycle power systems can have different cycle 133PDF Image | organic Rankine cycle power systems for maritime applications
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