Cooling Cyclic Air of Marine Engine with Water-Fuel Emulsion Combustion by Exhaust Heat Recovery Chiller

Abstract

The fuel efficiency of marine diesel engine as any combustion engine falls with raising the temperature of air at the suction of its turbocharger. Therefore, cooling the engine turbocharger intake air by recovering exhaust gas heat to refrigeration capacity is a very perspective trend in enhancing the fuel efficiency of marine diesel engines. The application of water-fuel emulsion (WFE) combustion enables the reduction of a low-temperature corrosion, and, as a result, provides deeper exhaust gas heat utilization in the exhaust gas boiler (EGB) to the much lower temperature of 90–110 °C during WFE instead of 150–170 °C when combusting conventional fuel oil. This leads to the increment of the heat extracted from exhaust gas that is converted to refrigeration capacity by exhaust heat recovery chiller for cooling engine turbocharger sucked air accordingly. We experimentally investigated the corrosion processes on the condensation surfaces of EGB during WFE combustion to approve their intensity suppression and the possibility of deeper exhaust gas heat utilization. The fuel efficiency of cooling intake air at the suction of engine turbocharger with WFE combustion by exhaust heat recovery chiller was estimated along the voyage line Mariupol–Amsterdam–Mariupol. The values of available refrigeration capacity of exhaust heat recovery chiller, engine turbocharger sacked air temperature drop, and corresponding reduction in specific fuel consumption of the main low-speed diesel engine at varying actual climatic conditions on the voyage line were evaluated.

Impact of water content in fuel for smoke opacity

“…Above this value, liquids cease to maintain their properties and begin to stratify. Oil-water emulsions cause a simultaneous decrease in the emission of NO x and a decrease in the smoke opacity level in the exhaust gases [2,5,6,14].…”

A novel degree-hour method for rational design loading

“…9,10 In order to estimate the IACS operating efficiency over the all range of site climatic conditions, the current CDH numbers are to be summarized to calculate the overall ∑CDH number over a considered period (month, year, season) expected in site climatic conditions 11,12 or along route line for transport ACS. 13…”

“…11,33 The latter becomes possible due to combustion of waterfuel emulsion that makes possible to apply low temperature condensing surfaces. 13,34,35 Besides, the harmful emissions can be reduced through exhaust gas ecological recirculation. 36 In both cases, the exhaust gas heat can be converted into refrigeration for cooling engine intake air, primary evaluated by cooling degree hour (CDH) numbers.…”

“…9,10 In order to estimate the IACS operating efficiency over the all range of site climatic conditions, the current CDH numbers are to be summarized to calculate the overall P CDH number over a considered period (month, year, season) expected in site climatic conditions 11,12 or along route line for transport ACS. 13 A commonly used analysis involves calculations of the annual P CDH, while assigning an economic benefit to each CDH number in terms of fuel saved or engine output increased due to cooling. 14,15 This calculation gives the total annual fuel saving or additional power output that can be produced due to engine inlet air cooling 16,17 and takes into account the climatic performance characteristics of the engine applied.…”

Methodology of Designing Sealing Systems for Highly Loaded Rotary Machines

“…Centrifugal pumps are widely used for pumping liquid media. They are widespread in cooling [1,2], heat utilization systems [3,4] for feeding exhaust heat boilers [5,6], in integrated energy plants [7,8], trigeneration [9,10], cyclic inlet air-cooling [11,12] and intermittent cooling systems [13,14] of gas turbines [15,16] and combustion engines in the whole [17,18]. Their application is associated with compressing processes [19,20] and highpressure feeding water contours.…”