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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 Fig. 17. Results of the economic analysis for the ORC unit fed by the heat from the jacket water. 4.6. Integration on board Large marine vessels have a number of heating and cooling demands that need to be satisfied. Typical heating requirements include space heating and heat for the fresh water generator, and, those engines using heavy fuel oil require fuel preheating and fuel tank heating. The cooling demands are those related to the cooling of the engine jacket, lubrica- tion oil, scavenge air, and auxiliary engines. Fig. 4 depicts a typical fresh-water loop and service steam circuit of a marine engine [141]. For the sake of clarity, only one scavenge air cooler is connected to the cooling loop. Circulation pumps, valves, other heat exchangers and bypass lines are not included in the figure. The purpose of the service steam system is to supply heat on the ship; see the left side of Fig. 4. In the sketch, the heat demands are denoted as heating services. The service steam is produced in a boiler which utilizes the excess heat from the exhaust gases. After delivering the heat to the utilities, the excess steam is condensed in a seawater condenser. The fresh-water generator also requires thermal energy to operate; this is taken from the jacket water loop. The right side of Fig. 4 shows the fresh-water cooling circuit. The cooling loops for the lu- brication oil and the jacket water are in series. The circuits supplying the cooling demand to the auxiliary engines and the scavenge air cooler are in parallel and are diverted before the jacket water cooler. The integration of an ORC unit with the jacket water loop should not affect the operation of the fresh-water generator or impair the cooling of the cylinder liners at any loads. Likewise, the use of an ORC unit to recover the exhaust gas heat should not impede generating service steam for heating purposes. The integration of an ORC unit for the utilization of scavenge air heat, must be complemented by an ad- ditional scavenge air cooler. Thereby, it can be ensured that the air is cooled to the lowest possible temperature acceptable for the engine so as to preserve the performance of the main engine. The electricity supplied by the ORC unit affects the operation and, thereby, the performance of the auxiliary engines. If the remaining power is supplied to the propeller via a shaft motor, then the running point of the main engine would vary. The change in load set-point of the diesel engines has to be quantified carefully when evaluating the feasibility of the ORC technology. The option of integrating the ORC system to utilize excess heat from the auxiliary engines does also exist, and for this, similar considerations must be made. Another measure to reduce the emissions of a diesel engine is the use of the exhaust gas recirculation (EGR), where part of the exhaust gases is directed from the exhaust gas receiver to the scavenge air re- ceiver [142]. This technology is widely adopted by diesel engines for automotive applications. The temperature of the recirculated gases is high, thus requiring the use of an EGR cooler. This high temperature heat can be recovered effectively using the ORC technology, as de- monstrated by Teng et al. [143] and Lang et al. [144] for heavy-duty diesel engines. Another current issue of two-stroke marine engines is the damaging of cylinder liners due to cold corrosion. A possible solution is to in- crease the temperature of the jacket water [145]. Such design 143PDF Image | organic Rankine cycle power systems for maritime applications
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