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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 Fig. 9. Annual electricity production (left axis) and net electrical power (right axis) from the WHR units for the oil tanker with indication of design points (×). architectures, i.e., simple, regenerated, multi-pressure levels, and cas- caded. The most common configurations are simple and regenerated cycles (see Fig. 10). Cascaded ORC units are, by now, only installed in large geothermal plants [61]. For waste heat recovery applications, the power output of the ORC unit is governed by the amount of heat extracted from the heat source and the thermal efficiency of the Rankine cycle. In the case that the minimum heat source temperature is restricted, the highest power output is achieved for the system with the highest thermal efficiency of the Rankine cycle. Hence, the regenerated ORC unit (Fig. 10a) is the most suitable cycle architecture to recover the exhaust gas heat in the case that the minimum temperature in the boiler is restricted due to sulfur contents in the fuel, as regeneration improves the conversion efficiency. Yang and Yeh [62] estimated that this layout can boost the power output by 10% compared to the simple configuration for a generic cargo ship. The same authors [63] confirmed this result later on, in their thermo-economic optimization of two ORC units, with and without regeneration, using the exhaust gas of a marine diesel engine of a merchant ship. Ahlgren et al. [64] found similar figures for a cruise ferry operating in the Baltic Sea. However, Shu et al. [65] did not opt for a regenerated configuration in their thermo-economic analysis of an ORC unit working under the same conditions as in Ref. [64]. An al- ternative configuration for the recuperation of exhaust gases was also introduced by Yang [66], who presented an evaluation of a transcritical organic cycle using working fluids with zero ozone depletion potential (ODP) to recover the waste heat from the exhaust gas, cylinder cooling water, scavenge air cooling water and the lubricating oil of a large marine engine. As for the regenerated ORC unit, several authors [67–70] proposed the use of an intermediate oil loop to transfer the high temperature heat to the organic fluid. Introducing this equipment in the layout has two major benefits: (i) it minimizes the risk of degradation of the fluid during start-up and shut-down, and (ii) it eases the controllability of the unit by dampening temperature and mass flow rate variations of the heat source [8]. Moreover, an intermediate loop allows collecting the heat from multiple sources, e.g., the exhaust gases of main and auxiliary engines [68]. However, this solution increases the system complexity and penalizes the thermal efficiency of the ORC unit due to the in- creased heat transfer irreversibility. The same drawbacks arise if an intermediate loop filled by fresh-water is used between the ORC con- denser and the seawater-cooled heat exchanger (HEX5); see Fig. 10a. Nevertheless, Ahlgren et al. [64] claimed that the use of an inter- mediate loop on the condenser side enables minimizing the piping and equipment exposure to corrosion. Depending on the length of the cir- cuitry and the components’ size, using corrosion-resistant materials, e.g., copper-nickel alloys, titanium, or plastics [71], enables avoiding the use of such intermediate loop. An alternative solution would be to use air as the cooling fluid for the unit, as proposed by Suarez de la Fuente et al. [72]. This configuration was suggested for the Artic region, where the air temperature is always below that of the seawater, but the authors concluded that even in this circumstance seawater was the preferred cooling fluid. 134PDF Image | organic Rankine cycle power systems for maritime applications
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