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Thermodynamic Analysis and Working Fluid Optimization of a Combined Orc-Vcc System Using Waste Heat from a Marine Diesel Engine

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Thermodynamic Analysis and Working Fluid Optimization of a Combined Orc-Vcc System Using Waste Heat from a Marine Diesel Engine Proceedings of the ASME 2014 International Mechanical Engineering Congress and Exposition IMECE2014 November 14-20, 2014, Montreal, Quebec, Canada IMECE2014-39976 THERMODYNAMIC ANALYSIS AND WORKING FLUID OPTIMIZATION OF A COMBINED ORC-VCC SYSTEM USING WASTE HEAT FROM A MARINE DIESEL ENGINE Oumayma Bounefour Ahmed Ouadha Laboratoire d’Energie et Propulsion Navale, Laboratoire d’Energie et Propulsion Navale, Faculté de Génie Mécanique, Université des Faculté de Génie Mécanique, Université des Sciences et de la Technologie Mohamed Sciences et de la Technologie Mohamed BOUDIAF d’Oran, 31000 Oran, Algérie BOUDIAF d’Oran, 31000 Oran, Algérie ABSTRACT amount of energy produced onboard ships. In some cases, This paper examines through a thermodynamic analysis the onboard refrigeration and air conditioning systems consume a feasibility of using waste heat from marine Diesel engines to similar amount of fuel as propulsion not only for its high drive a vapor compression refrigeration system. Several energy demand but by its continuity in time. Efforts should be working fluids including propane, butane, isobutane and focused on technologies that reduce the energy consumption of propylene are considered. Results showed that isobutane and these systems. Butane yield the highest performance, whereas propane and In the investigation of fuel saving options onboard ships, a propylene yield negligible improvement compared to R134a for great attention is devoted to the study of waste heat recovery operating conditions considered. from Diesel engines. Traditionally used to generate steam water that drives turbines dedicated to generate electric power or to INTRODUCTION produce additional mechanical energy to be connected to the Diesel engines are regarded as thermodynamically efficient propulsion shaft in order to reduce fuel consumption, this engines promoted for marine use. Diesel engines whatever their source of energy is nowadays the subject of several designs, four-stroke or two-stroke cycle, have become the most applications. Therefore, many techniques have been explored or common energy production equipment onboard ships and this under exploring to achieve this objective. Especially, practical situation is expected to continue for the foreseeable future. As applications of heat-powered refrigeration cycles where the for road engines, emissions from marine Diesel engines energy required to drive them is mainly in the form of heat and seriously affect the environment and are considered one of the only a very small amount of mechanical or electrical energy is major sources of air pollution. Pollutants from ship emissions needed to circulate the working fluid have been expected may be transported in the atmosphere over several hundred of recently. Among these cycles, absorption refrigeration cycles kilometers, contributing to air quality problems on land. These have been proposed as alternatives to conventional vapor types of engines should face stringent regulations on emissions compression refrigeration systems [1-3]. Although that these control. In particular, efficient use of energy onboard ships is systems can be operated using low grade thermal energy, their one of the prime concerns in design of Diesel engine based performances are very low as compared to conventional vapor modern marine propulsion systems. compression refrigeration systems. Performances of absorption In recent years, there is an increasing need for cooling refrigeration cycles can be increased using multiple stages such onboard ships due to global warming. Cooling and refrigeration as double and triple-effects systems. However, their cost are no less important on-board ships then they are for domestic, increases dramatically and technical problems such as corrosion commercial and industrial applications. Cooling and appear at high temperatures [4-11]. refrigeration systems are necessary for human comfort and the Alternatively the waste heat from the Diesel engine can be preservation of perishables products during voyages. However, used to operate an organic Rankine cycle (ORC), which in turn there is no denying that the energy supplied to drive cooling produces the energy necessary to drive the compressor of a and refrigeration systems is increasing continually. Indeed, vapor compression cycle (VCC). The VCC unit can produce conventional refrigeration systems consume an important refrigeration effect at different temperatures. The advantage of 1 Copyright © 2014 by ASME a combined ORC-VCC system compared to absorption a recovery heat exchanger, the cycle efficiency depends mostly refrigeration systems is that when refrigeration is not needed, on the boiler temperature. Considering the cycle efficiency and all the thermal energy can be converted to power and used for environmental issues, they concluded that R245ca is the most others applications. promising refrigerant out of the cycles considered in their study. Thermally driven refrigeration cycles that combine organic Dubey et al. [17] have presented an energy analysis of a Rankine cycle and vapor compression refrigeration cycle have coupled power-refrigeration cycle which eliminates the received less attention than the others types of thermally requirement of electrical power for driving the compressor of activated systems. Only few studies have been published the vapor compression refrigeration cycle. The coupled cycle recently. Nazer and Zubair [12] have analyzed a Rankine cycle which uses R245ca as the working fluid in top power loop and air-conditioning system using R114 in the power cycle and R22 bottom refrigeration loop have been assessed with different in the vapor compression cycle. The results obtained showed combinations such as cycle with recuperator, reheater, and that the system was more sensitive to vapor compression cycle economizer. Aphornratana and Sriveerakul [18] have described condenser temperature than other system parameters. They a theoretical analysis of a heat-powered refrigeration cycle, a suggested that system performance could be significantly combined Rankine–vapor–compression refrigeration cycle improved by using two separate condensers for the power and which combines an organic Rankine cycle and a vapor vapor compression cycles. Egrican and Karakas [13] have compression cycle. The cycle can be powered by low grade presented an analysis based on second law of thermodynamics thermal energy as low as 60°C and can produce cooling of Rankine cycle/vapor compression cycle using R22 as the temperature as low as −10°C. In the analysis, two combined working fluid. They calculated the maximum reversible work, Rankine–vapor–compression refrigeration cycles have been lost work and availability for each component of the system. investigated: the system with R22 and the system with R134a. Kaushik et al. [14] have presented a thermodynamic analysis Calculated COP values between 0.1 and 0.6 of both systems and assessment of a Freon fluid Rankine cycle cooling system. have been found. Wang et al. [19] have developed the concept A number of working fluid combinations for the Rankine of using waste heat from stationary and mobile engine cycles to engine cycle and vapor compression cycle subsystems have generate cooling for structures and vehicles. It combines an been chosen on the basis of their thermodynamic properties and organic Rankine cycle with a conventional vapor compression their suitability judged in terms of the performance parameters, cycle. A nominal 5 kW cooling capacity prototype system has namely, the thermal efficiency of the power cycle and the been developed based on this concept and tested under coefficient of performance of the refrigeration cycle. They laboratory conditions. In order to maintain high system found that R114+R22 give the best overall system performance performance while reducing size and weight for portable and the presence of the recovery heat exchanger improves the applications, microchannel based heat transfer components and system COP significantly. Kaushik et al. [15] have presented a scroll based expansion and compression were used. Although thermodynamic modeling and a comparative study of the system has been tested off of its design point, it performed single/dual fluid Rankine cycle cooling systems with well achieving 4.4 kW of cooling at a measured heat activated regenerative heat exchangers in the Rankine engine cycle and COP of 0.48. Both conversion and second law efficiencies have the vapor Compression cycle subsystems. They compared, in been close to the model results, proving it to be an attractive particular, the numerical results for single fluids like R12, R22, technology. The measured isentropic efficiency of the scroll R113 and R114 and dual fluids like R113+R12, R113+R22, expander reached 84%, when the pressure ratio was close to the R114+R12, R114+R22, R114+R113 and R113+R114. They scroll intrinsic expansion ratio. The reduced cooling capacity found that in general dual fluid systems give better overall was attributed to off design operation. Wang et al. [20] have system performance as compared to the single fluid systems. introduced a thermally activated cooling concept that combines Amongst single fluids, R114 and amongst dual fluids R114 + an organic Rankine cycle and a vapor compression cycle. A R113 give the best system performance. The presence of brief comparison with other thermally activated cooling recovery heat exchanger in the vapor compression cycle is technologies has been conducted. A systematic design study has more pronounced
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