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... the engine size. Fig. 2 shows typical arrangement for a 4-sroke engine with turbo charging. Normally, the turbocharger used on 4-stroke engine is mainly radial type. However, axial type turbocharger is used on the 2-stroke engines for its high power output. The schematic diagram of a 2-stroke with and without scavenging air pump are both shown in Fig. ...
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... Emma Maersk's Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel ship engine is the most powerful and the most efficient prime-mover of super ships in the world today. Compar- isons of energy flux and fuel consumption between engine with and without the WHR system are shown in Fig. 13. For a combined system whose main engine is Wartsila-Sulzer RTA96- C, the use of the power turbine increases the power produced by the system by 2211 kW, i.e. by 4.77 for the 90 main engine load, Fig. 13. Comparisons of energy flux and fuel consumption between engine with and without WHR system [115]. and decreases the specific fuel ...
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... of super ships in the world today. Compar- isons of energy flux and fuel consumption between engine with and without the WHR system are shown in Fig. 13. For a combined system whose main engine is Wartsila-Sulzer RTA96- C, the use of the power turbine increases the power produced by the system by 2211 kW, i.e. by 4.77 for the 90 main engine load, Fig. 13. Comparisons of energy flux and fuel consumption between engine with and without WHR system [115]. and decreases the specific fuel consumption by 4.6, as compared to the classical propulsion system. Introducing a steam turbine to the combined system increases its power by 11.4 and decreases its specific fuel consumption by 10.2. The ...
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... the engine size. Fig. 2 shows typical arrangement for a 4-sroke engine with turbo charging. Normally, the turbocharger used on 4-stroke engine is mainly radial type. However, axial type turbocharger is used on the 2-stroke engines for its high power output. The schematic diagram of a 2-stroke with and without scavenging air pump are both shown in Fig. ...
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... Emma Maersk's Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel ship engine is the most powerful and the most efficient prime-mover of super ships in the world today. Comparisons of energy flux and fuel consumption between engine with and without the WHR system are shown in Fig. 13. For a combined system whose main engine is Wartsila-Sulzer RTA96-C, the use of the power turbine increases the power produced by the system by 2211 kW, i.e. by 4.77 for the 90 main engine load, Fig. 13. Comparisons of energy flux and fuel consumption between engine with and without WHR system [115]. and decreases the specific fuel ...
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... of super ships in the world today. Comparisons of energy flux and fuel consumption between engine with and without the WHR system are shown in Fig. 13. For a combined system whose main engine is Wartsila-Sulzer RTA96-C, the use of the power turbine increases the power produced by the system by 2211 kW, i.e. by 4.77 for the 90 main engine load, Fig. 13. Comparisons of energy flux and fuel consumption between engine with and without WHR system [115]. and decreases the specific fuel consumption by 4.6, as compared to the classical propulsion system. Introducing a steam turbine to the combined system increases its power by 11.4 and decreases its specific fuel consumption by 10.2. The ...
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... 1 C for jacket cooling water at the engine outlet. Therefore, to capture and reuse the waste heat onboard is an emission-free substitute for the costly purchased fuel. WHR can be used not only for environmental control purposes, but also for improving the efficiency of fuel consumption. The drastic reduction on power consumption will directly minimize requirements of fuel and ship gross weight, which also will increase the cruising range. An important number of solutions have been proposed to generate power, electricity and heating from the waste heat sources. As the flow rate of waste heat source aboard ships is in a large amount, the potential for waste heat recovery is particu- larly promising. This paper is devoted to the WHR technologies that are available to convert low grade waste heat to useful forms or that have been already used aboard ships. The waste thermal energy on ships has been proposed to be used for space heating [17], heavy diesel fuel heating [18] and ballast water heating [19]. However, if the WHR system produces more other useful forms needed onboard than direct heating, fuel consumption and the sailing cost will achieve a further reduction. Whether a new technology is utilized in reality or not is mainly based on both performance and its economics. We take working principle, performance and economics into account for each recovery technology in this paper. Although Striling cycle engines have proven their capabilities to operate with waste heat, the complicated mechanical arrangement [20] and its transient response time [21] will be the practical barriers that hinder the development and adoption of Striling engines. Therefore, the heat-recovery possi- bilities taken into account in this paper are turbocharger/power turbine, fresh water obtained by using MED or MSF desalination technology, electricity/power obtained from Rankine cycle, air- conditioning and ice-making obtained by using sorption refrigeration, and combined WHR systems. All the technologies mentioned above are cost-effective ways to extract energy from the waste heat. At present, only a few of the ocean-going ships have already used WHR systems for direct thermal use, which use only a few portion of the waste heat energy. Energy crisis and the soaring fuel oil price have taken the concern of technologies to convert waste heat into useful energy. An example of WHR would be that the high temperature stage was used for electric production or mechanical power, and the low temperature stage for process feed water heating or space heating. Due to the different characteristics and applied temperature ranges, different techniques must be selected according to both the heat source and the daily life requirements aboard ships. Technologies available to recover waste heat and to be served for daily needs aboard ships are discussed and studied as the following. Turbine, refrigeration, thermoelectric generation, desalination and Rankine cycle will be introduced in order. Turbine is a component that transfers enthalpy into kinetic energy. If the kinetic energy can be used to power a compressor, it can be called as a turbocharger. If it is used to power a generator or be combined into a power device, it may be called as a power turbine. Both the turbocharger and power turbine used simultaneously may be called as turbo-compounding. 2.1.1.1. Principle and theory. In order to meet the regulation of the engine emission which is increasingly stringent, turbo charging has become the primary enabler for reducing emission and boosting fuel economy. Nowadays, almost all medium and large diesel engines are equipped with a turbocharger since it increases the mass of air entering the engine to improve both drivability and emissions from engines at the same time [22,23]. However, the applications of turbocharger also lead to higher cylinder back pressure, which may cause more exhaust gas remained in the cylinder during exhaust stroke. An optimized thermal efficiency can be achieved only when an appropriate turbo compression ratio is selected [34]. A turbocharger consists of a turbine and a compressor on a shared shaft. It converts the heat energy from the exhaust to power, which then drives the compressor to compress ambient air [24]. Normally, the air heated by the compression passes through a cooler which reduces its temperature and increases its density, and then is delivered to the air intake manifold of the engine at higher pressure. Thus, the amount of air entering the engine cylinders is greater, allowing more fuel to be burnt. As a consequence, the engine produces more power without increasing the engine size. Fig. 2 shows typical arrangement for a 4-sroke engine with turbo charging. Normally, the turbocharger used on 4-stroke engine is mainly radial type. However, axial type turbocharger is used on the 2-stroke engines for its high power output. The schematic diagram of a 2-stroke with and without scavenging air pump are both shown in Fig. 3. 2.1.1.2. Studies and performance. Turbo charging has played a vital role in the development of the diesel engine. The idea of supplying air at higher pressure to a diesel engine was proposed by Dr. Rudolf Diesel as early as 1896. And the use of a turbocharger of this purpose was the result of work by a Swiss, Alfred Buchi, whose idea was to use the exhaust gases of a diesel engine to drive a compressor via a turbine. In recent years, the existing researches are mainly focused on the performance of turbocharger and benefits on diesel engines. Baines et al. [25] analyzed the heat energy transfer in automotive turbochargers and the results showed that the external heat transfer from the turbine accounts for approximately 70 of the total turbine heat transfer, and that the fraction of internal transfer to the lubrication oil is roughly 25, the remainder (about 5) to the compressor respectively. The recovered energy from turbine that drives the compressor is little and most is lost in atmosphere. Karabektas [26] compared the performance and exhaust emission characteristics in diesel engine for cases of naturally aspirated and turbocharged conditions and came to a conclusion that application of turbocharger can improve both thermal efficiency and CO emission. Theotokatos [27] presented a mathematical model of MAN B&W 6L60 engine and calculated the conservation of the turbo charging system, and derived an important result about the variation of the parameters of turbocharger. Weerasinghe [23] developed a mathematical model of turbo compounding. The simulation result showed that recover power contributes a maximum of 7.8, and the weight of the turbo compounding system is around 100 kg. Variable geometry turbocharger (VGT) is one of the new turbine technologies that are getting matured. VGT is developed to precisely match the volume of charge air to the quantity of injected fuel at all points in the load and speed range of engines. VGT gives an extra degree-of-freedom in the propulsion control system which allows some amount of independence between engine speed and air-to-fuel ratio. This provides significant performance advantages: in steady-state operation the air-to- fuel ratio can be tuned independently of engine speed to improve efficiency. The authors of reference [29] assessed the feasibility and potential benefits of VGT diesel engine for transient ship maneuvers and emission control. With a multi-input multi-output (MIMO) controller, both torque and emission generation in marine diesel propulsion can be significantly improved in the simulation results. VTA (variable turbine area) is one form of VGT. According to the result gained from MAN Diesel & turbo [30], the reduction in SFOC on the engine fitted with VTA was as much as 4.4 g/kWh compared with the standard engine — or well over 2.5. As the exhaust gas of multi-cylinder engine is not continuous during the operation time, exhaust pulse from different cylinders possesses a portion of energy. Multi-entry turbine is designed in order to isolate overlapping exhaust pulses from different engine cylinders. This design helps to reduce damping of the pressure peaks and ensures that the maximum possible amount of useful energy is delivered to the turbine wheel. Flow characteristic of double-entry turbine CFD module was calculated in Copeland’s investigation [31]. The mass flow characteristic and efficiency characteristic of both equal and unequal admission module are predicted. Romagnoli [32] made comparison of the performance parameters between the three turbine configurations (nozzleless single-entry, variable geometry single and twin-entry). The results show the twin-entry configuration has better performance at high velocity ratio regions of the maps than single-entry configuration. The two-stage turbocharging is adopted for the purpose of higher intake air pressure. As shown in Fig. 4, the two-stage turbocharger model is equipped with two parallel/series turbines and two series compressors, in which the compressed air from LP compressor outlet gets its higher compression ratio for the second compression in the HP compressor. A two-stage model based on GT-power was built by Xianfei and Bin [33]. The results showed that the two-stage turbocharger can satisfy the needed boost pressure of aircraft engine and ensure the power of engine be recovered to ground condition at altitude of 5–10 km that one- stage turbo charger cannot. Results obtained by Galindo et al. [34] proved that two-stage systems provide a difference up to 10 in terms of brake thermal efficiency at 2 bar of boost pressure. However, the difference exceeds 100 at 4 bar of boost pressure due to the difficulties for single stage system to achieve high compression ratio with good efficiency. Fig. 5 shows an electric turbo compound system diagram proposed by Caterpillar [35]. We can see that one turbine in this system provides power for the requirement of both the compressor and a ...
Citations
... In the literature, there are several researchers reviewed the WHR technologies for maritime applications like shu et al. [14] and singh and Pedersen [12] who classify the different WHR technologies including turbocompound systems, absorption refrigeration systems, steam Rankine cycles (SRC), organic Rankine cycles (ORC), thermoelectric generators (TEG), and Kalina cycles (KC). Moreover, Palomba et al. [15] assessed whether it would be feasible to use WHR to power cooling and refrigeration equipment on fishing boats, as well as offering recommendations for system layouts and convergence. ...
The International Maritime Organization has set targets for reducing greenhouse gas emissions from ships. Thus, it is imperative to investigate novel technologies that have the potential to achieve these targets and reduce emissions in the short and long term. Waste heat recovery (WHR) technology, which generates electricity from engine waste energy, is a promising solution. This research examines the integration of a thermoelectric generator and organic Rankine cycle as a combined WHR system onboard a passenger ship. The purpose of the paper is to analyze the TEG–ORC system parametrically and from a techno-economic perspective. The results showed that the optimum design scenario is achieved by integrating the recuperative ORC system (rcORC) with the TEG system, this integration produces 1569 kW as net output power (19% more than the original TEG–ORC system) at an evaporation pressure of 55 bar. The exergy efficiency of the system is enhanced from 43.2 to 48.6% by the addition of the recuperator. Also, the efficiency of the power system (engine + TEG–rcORC system) is 53.2% (+ 6.1% over the efficiency of the standalone engine). The integration of the TEG–rcORC system with the main engine provides the ship with an energy efficiency existing index (EEXI) of 22.47 g-CO2 ton−1 nm−1, this value is lower than the required EEXI by 11%. From an economical point of view, the levelized power cost of the TEG–rcORC system is 280.2 € kW−1, and the annual saving in expenses is 1.05 M€ with a discounted payback time of 3.9 years.
... Nonetheless, a considerable amount of energy is released into the environment unutilized during the SRC condensation process. Research has suggested the potential of employing low-temperature condensation heat to drive a single-effect ARC [27]. Liang et al. [28,29] developed a CCP system coupling of an SRC and an ARC to capitalize on the waste heat from a marine engine. ...
Adopting biomass energy as an alternative to fossil fuels for electricity production presents a viable strategy to address the prevailing energy deficits and environmental concerns, although it faces challenges related to suboptimal energy efficiency levels. This study introduces a novel combined cooling and power (CCP) system, incorporating an externally fired gas turbine (EFGT), steam Rankine cycle (SRC), absorption refrigeration cycle (ARC), and organic Rankine cycle (ORC), aimed at boosting the efficiency of biomass integrated gasification combined cycle systems. Through the development of mathematical models, this research evaluates the system’s performance from both thermodynamic and exergoeconomic perspectives. Results show that the system could achieve the thermal efficiency, exergy efficiency, and levelized cost of exergy (LCOE) of 70.67%, 39.13%, and 11.67 USD/GJ, respectively. The analysis identifies the combustion chamber of the EFGT as the component with the highest rate of exergy destruction. Further analysis on parameters indicates that improvements in thermodynamic performance are achievable with increased air compressor pressure ratio and gas turbine inlet temperature, or reduced pinch point temperature difference, while the LCOE can be minimized through adjustments in these parameters. Optimized operation conditions demonstrate a potential 5.7% reduction in LCOE at the expense of a 2.5% decrease in exergy efficiency when compared to the baseline scenario.
... With the purpose of power generation, a growing number of investigations have been performed on the conventional Rankine cycle (CRC), organic Rankine cycle (ORC), Kalina cycle (KC), and CO 2 -based power cycles on board ships. The application and feasibility of various WHRS for ships were discussed in Ref. [6], including thermoelectric generation and refrigeration systems. Multiple Rankine cycle types, KC, and combinations of technologies were addressed in Ref. [7]. ...
... Notice that h (subscripts 1-4 and a-d) denotes specific enthalpy for the various thermodynamic states in Fig. 2. The electric power consumed by the topping and bottoming motor pumps (Ẇ EM,T andẆ EM,B ) are, respectively, given by Eqs. (5) and (6).Ẇ ...
The considerable energy waste in maritime transport and the need to obtain alternatives to reduce emissions of polluting gases are factors that have motivated the study of waste heat recovery systems for marine engines. The system studied herein relies on a binary vapor cycle that uses water for the topping cycle while three organic fluids were investigated for the bottoming cycle: R601a, R134a, and R22. Each of these belongs to a different category of fluid, namely dry fluid, isentropic fluid, and wet fluid, respectively. Two engines of different ratings and two different pressures of the heat recovery steam generator have been considered for each engine. Various outlet pressures for the topping turbine, which is the most liable to erosion and corrosion due to wet steam, have been investigated. The maximum efficiency achieved for the waste heat recovery system peaked at 21% while the maximum electric power accounted for 4.2% of engine brake power. Therefore, the employment of a waste heat recovery system based on a binary cycle seems a promising alternative to harnessing heat from the exhaust gases of marine engines.
... Significant amounts of residual heat are contained in the exhaust of the main engine of ships. The fuel efficiency of modern diesel engines is usually about 48-51% [11,[15][16][17]. The remaining amount of the input energy is usually lost as waste heat contained in the exhaust gas and jacket water that is discharged into the atmosphere. ...
... However, this energy, and the high-quality waste heat from the waste incinerator exhaust, can be turned into electrical power with high-efficiency value using waste heat recovery systems such as thermoelectric generators (TEGs) [20]. This can greatly increase the energy efficiency and sustainability of the shipping industry [11,15,18,21]. Converting all forms of waste heat into useful power will not only improve fuel consumption but also reduce CO 2 and other harmful exhaust emissions. ...
... ZT is defined as ZT = α 2 σT /κ, where α is the Seebeck coefficient, σ is the electrical conductivity, T is the absolute temperature, and κ is the thermal conductivity. A higher ZT value corresponds to a higher conversion efficiency and a higher power output [15,23]. Improving the performance of the heat exchanger is necessary to maximize the amount of thermoelectric power generation [26,27]. ...
This paper presents a performance analysis and optimization of heat exchanger fin shapes in a thermoelectric power generation system for ship waste heat recovery. It proposes a new curved fin design aimed at enhancing heat transfer efficiency and maximizing thermoelectric power generation capacity. Numerical analysis and response surface methodology (RSM) focused on 225 parameters to identify the optimal fin shape. Computational analysis using CFX was conducted on the thermoelectric module system with curved fins. The methodology was verified by comparing and analyzing CFD and PIV experimental results for a curved fin. The paper comprehensively compares the fluid dynamics of curved fins and straight fins, highlighting how curved fins improve heat exchange by creating a tip leak vortex. The results demonstrate the superiority of the curved fin design in terms of heat transfer efficiency and net power generation over the conventional straight fin design.
... However, there have been investigations into other WHR power systems as well (Larsen et al., 2014;Zhang et al., 2022). For a more comprehensive understanding, interested readers can consult review papers that delve deeper into this subject (Shu et al., 2013;Singh and Pedersen, 2016;Mondejar et al., 2018;Konur et al., 2022). ...
The aim of this research is to comparatively evaluate the thermodynamic performance of three different systems, namely the organic Rankine cycle (ORC), trilateral flash cycle (TFC), and organic flash cycle (OFC), for the purpose of recovering waste heat on ships. To analyze their performance, simulations were conducted using specific working fluids with favorable thermophysical properties, namely n-butane (R600), i-butane (R600a), n-pentane (R601), i-pentane (R601a), and toluene. The results indicate that, within the operating parameters considered in this study, the ORC system achieves higher thermal efficiency compared to the TFC and OFC systems. However, the TFC system exhibits the advantage of a lower specific volume of the working fluid at the end of the heat addition process (ex-pander inlet) since it remains in a liquid state. This characteristic allows for the use of smaller-sized expanders, making the TFC system particularly appealing for marine applications. Furthermore, it was observed that all the selected working fluids outperform R245fa in terms of power generation within the ORC system. In the case of the TFC and OFC systems, only R601, R601a, and toluene surpass the performance of R245fa.
... Schematic of an electric turbo compound[16]. ...
This study presents the findings of a comprehensive SWOT analysis on the integration of hybrid electric turbochargers (HETs) in mass-produced road vehicles. Through a synthesis of multiple research findings, this study compared the performance of HETs on thermal engines versus traditional turbochargers and HETs on thermal engines versus HETs on hybrid engines. The analysis highlights key strengths, weaknesses, opportunities, and threats associated with the adoption of HET technology in the automotive industry. The results of the SWOT analysis provide valuable insights for both manufacturers and consumers regarding the feasibility and benefits of adopting HET technology in modern vehicles. By elucidating the fundamental mechanics of turbochargers and demonstrating the potential of hybrid electric turbocharging, this study contributes to a deeper understanding of the role of HETs in shaping the future of automotive engineering. In conclusion, this study underscores the potential of HETs to substantially mitigate the environmental impact of the transportation sector by reducing emissions and conserving energy. The novelty of this study is reflected in its comprehensive synthesis of multiple research findings, offering insights into the feasibility and benefits of adopting HET technology in modern vehicles, thereby contributing to a deeper understanding of the role of HETs in shaping the future of automotive engineering and highlighting their continued significance, as evidenced by the systematic SWOT analysis presented. Their ability to optimize fuel efficiency and power output, coupled with the feasibility of downsized engines, positions HETs as an attractive option for sustainable mobility solutions. Further research is warranted to comprehensively understand the environmental and economic implications of widespread HET adoption.
... It is powered by a battery that can be charged through regenerative braking or other means [16]. [14]. ...
This study conducts a comprehensive review of the integration of Hybrid Electric Turbochargers in mass-produced road vehicles. The primary objective is to inform the readers about the potential advantages and innovative applications of HETs. Employing a SWOT analysis, the research compares the performance of HETs on thermal engines versus traditional turbochargers and HETs on thermal engines versus HETs on hybrid engines based on a synthesis of multiple research findings. The study elucidates the fundamental mechanics of turbochargers, emphasizing their inherent benefits. Additionally, it introduces a novel approach with the integration of the hy-brid-electric turbocharger, demonstrating its capacity, supported by practical examples. The in-corporation of turbochargers with energy recovery mechanisms, including HETs, is shown to significantly contribute to emissions reduction. Moreover, the electric drive facilitates the utili-zation of hybrid turbines, particularly on low-displacement engines, resulting in enhanced effi-ciency, torque, and liter power. In conclusion, the research underscores the potential of HETs to substantially mitigate the environmental impact of the transportation sector by reducing emis-sions and conserving energy. Their ability to optimize the fuel efficiency and power output of internal combustion engines, coupled with the feasibility of downsized engines, positions HETs as an attractive option for both manufacturers and consumers. However, it is acknowledged that the implementation of HETs is in its early stages, necessitating further research to comprehensively understand their environmental impact. Despite this, the promising positive impact on the en-vironment designates HETs as a technology deserving close attention in the forthcoming years.
... Te mechanical or electrical energy can be generated by using high levels of temperature, and the low level temperature can be utilized for water or area heating. Te waste heat restoration techniques should be selected according to the temperature condition [7]. Engine producers have accelerated engine efciency by means of enforcing exclusive strategies such as superior gas/ air mixing, turbocharging, and variable valve timing [8]. ...
A thermoelectric generator is used as a waste heat recovery system for generating electric power. The thermoelectric generator system consists of an exhaust heat exchanger, a thermoelectric module, and a water heat exchanger. The aim of the current work is to explore different types of inserts used in the test section of the exhaust heat exchanger and power generation of thermoelectric generators at different operating conditions. An experimental setup has been developed for conducting experimental investigation on thermoelectric generators to find the effect of the exhaust heat exchanger (EHE) with inserts on the performance of thermoelectric generators. The cone (G-type test section) and cone-cylinder (H-type test section) type inserts were introduced to enhance the performance of the thermoelectric generator. Compared with an insert-free (empty, F-type) thermoelectric generator with cone and cone-cylinder type inserts in terms of the output power, the average heat transfer rate and convection heat transfer coefficient of F-type, G-type, and H-type test sections of the EHE are 358, 468, and 459 W and 76, 100, and 97 W/m²K, respectively. It shows that the G-type test section of EHE exchanges more heat from engine exhaust to the hot surface of the thermoelectric module through the wall of the EHE. The G-type test section created more temperature difference; obviously, it generated more power output. It was observed that the G-type and H-type test sections of exhaust heat exchangers improved average maximum output power by 29.49% and 26.11% than that by the F-type test section of heat exchanger, respectively. The F-type, G-type, and H-type test sections of exhaust heat exchangers showed a maximum average efficiency of 0.80, 0.78, and 0.70%, respectively.
... Considering that almost all ships to date sail using internal combustion engines, waste heat recovery (WHR) systems can be used to reduce emissions and improve fuel efficiency (although from fossil source). An extensive review of all heat recovery systems that can be implemented on board ships is presented in Ref. [13]. Some WHR are for steam production, other uses the power from the main engine exhaust gases to power a steam turbine and produce electricity. ...
The shipping sector is required to give a significant contribution to the reduction of Green House Gas (GHG) emissions, according to the ambitious goals fixed by the International Maritime Organization (IMO). To achieve these targets, new technologies and measures are required, related to logistics, digitalization, hydrodynamics, machinery, energy, and aftertreatment. A large potential to reduce GHG emissions is offered by alternative fuels. In this perspective a Well-to-Wake (WtW) approach is due for a comprehensive analysis. The paper is focused on the evaluation of WtW CO2 equivalent emission factors for LNG, methanol, and ammonia. The extensive bibliographic research on this topic outlines the large differences occurring when considering grey or green fuel production pathways. A case study based on a cruise ship allows to compare alternative fuels produced from fossil or renewable sources, considering two typical cruise profiles. Results in terms of Carbon Intensity Indicator confirms that the WtW approach points out the great potential of alternative green fuels for GHG emissions reduction.
... Environmental researchers and policymakers have identified greenhouse gas emissions from heavy-duty engines as a growing problem and one of the main causes of environmental pollution (3). Currently, approximately 50% of combustion heat in internal combustion engines is discharged to the environment along with exhaust gases and cooling system fluid, etc. (4). By recovering this part of the heat, the fuel consumption and therefore the production of greenhouse gases will be reduced in proportion to the produced power (5). ...
Considering that the heat required for the Waste heat recovery (WHR) cycle of the engine is provided from two parts of the exhaust gas and the cooling system, the mutual influence of the WHR cycle on the engine performance is undeniable. Therefore, in this numerical study, an attempt has been made to thermodynamically evaluate the effect of the implementation of the WHR cycle on the engine efficiency. For this purpose, the 16 cylinder MTU 4000 R43L heavy diesel engine was simulated and a comparison was made between numerical and experimental results. Finally, the SRC heat recovery cycle was designed and applied in the simulated model according to the desired limits and the temperature range of the engine operation. At low speed with the application of the WHR cycle, the output net power did not drop much, but at the maximum speed and power, a power loss of about 4% is observed. At 1130 rpm, the power did not increase much. At 1600 rpm, the power increase is reduced to about 2.3%. At 1800 rpm, due to the significant increase in exhaust gas temperature, the total power value increased by about 4%.
