Energy Conversion and Management 48 (2007) 19651974 www.elsevier.

com/locate/enconman

Theoretical analysis of cogeneration system for ships

Wen-Kuo Tien a, Rong-Hua Yeh
a b c

b,*

, Jen-Ming Hong

Department of Merchant Marine, National Taiwan Ocean University, 2, Pei Ning Road, Keelung 202, Taiwan Department of Marine Engineering, National Taiwan Ocean University, 2, Pei Ning Road, Keelung 202, Taiwan Department of Power Mechanical Engineering, Army Academy, 113, Sec. 4, Chongshan E. Rd., Chongli 320, Taiwan Received 17 October 2005; received in revised form 10 July 2006; accepted 30 January 2007 Available online 26 March 2007

Abstract A methodology of assessing a cogeneration system on a ship is proposed. Given the mass ow rate of exhaust gas and cooling seawater and the inlet temperatures of the gas and seawater, the net power of this system can be obtained through an iterative method. The parameters of mass ow rate of exhaust gas, heat transfer area of boiler and condenser and outlet temperature of the gas from the boiler are considered. In the heating process, the boiler tubes contain superheated, saturated and subcooled sections. It is shown that the dimensionless saturated area of the boiler increases with exhaust mass ow rate, whereas the superheated region tends to decrease on increasing the mass ow rate of ue gas at a xed exhaust temperature. As for the subcooled portion, no signicant change is observed. The power consumption of the working uid circulating pump increases as the exit exhaust temperature from the boiler decreases. In addition, the more net work the turbine produces, the lower is the outlet temperature of the working uid in the condenser for a xed mass ow rate of exhaust gas. The net output of the cogeneration system is larger for a larger mass ow rate and a smaller exit temperature of the exhaust. Finally, an experiment is conducted to validate the proposed model. 2007 Elsevier Ltd. All rights reserved.
Keywords: Cogeneration; Ship; Superheated; Saturated; Subcooled

1. Introduction Growing transportation requirements, combined with declining oil production, have led to burgeoning oil imports of most developing countries in the world. Rising oil prices are having an adverse impact on the economy of these countries. Apparently, oil will become more expensive and less available. This will be painful in the industrialized countries that have become totally dependent upon oil and in the less developed countries where oil use is extremely sensitive to price escalation. Cogeneration, also known as combined heat and power (CHP) and total energy, is an ecient, clean and reliable approach to generating power and thermal energy from a single fuel source. Namely, cogeneration uses heat that is
Corresponding author. Tel.: +886 2 24622192x7107; fax: +886 2 24633765. E-mail address: RHYeh@mail.ntou.edu.tw (R.-H. Yeh). 0196-8904/$ - see front matter 2007 Elsevier Ltd. All rights reserved. doi:10.1016/j.enconman.2007.01.032
*

otherwise discarded from conventional power generation to produce thermal energy. This energy is used to provide cooling or heating for certain devices on ships. By recycling this waste heat, cogeneration plants achieve a dramatic improvement in the systems eciency. In addition, the higher eciencies of cogeneration reduce air emissions of nitrous oxides, sulfur dioxide, mercury, particulate matter and carbon dioxide, which are the leading greenhouse gases associated with climate change. Because of competitive pressures to cut costs and reduce emissions of air pollutants and greenhouse gasses, owners and operators of commercial vessels are actively looking for ways to use energy more eciently. Cogeneration is the simultaneous production of electricity and useful heat from the same fuel or energy. Facilities with cogeneration systems use them to produce their own electricity and use the unused excess (waste) heat for process steam, hot water heating, space heating and other thermal needs. They may also use excess process heat to produce steam for electricity

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Nomenclature A cp D Fc f h i g k L _ m P Pr Q Re r s T U V v W x heat transfer area specic heat hydraulic diameter or pipe diameter correction factor, Eq. (1) friction factor or fouling factor heat transfer coecient enthalpy acceleration of gravity thermal conductivity pipe length mass ow rate pressure Prandtl number heat transfer rate Reynolds number radius entropy temperature overall heat transfer coecient velocity specic volume power quality Subscripts or superscripts b boiler c condenser or condensing ci inlet of condenser co outlet of condenser cs deep cold seawater e evaporator or evaporating bi inlet of boiler bo outlet of boiler fg dierence between saturated vapor and saturated liquid g exhaust gas or generator h hydraulic diameter or heat exchanger i inlet or inner l liquid lm log mean m mean or working uid n generated net power o outlet or outer p pump s solid wall sat saturated sub subcooled sup superheated t tube or turbine to exit of turbine tot total area of boiler v vapor w seawater dimensionless quantity *

Greek symbols D temperature dierence g eciency m kinematic viscosity of working uid q density

production. Cogeneration currently coexists with a regulated shipping industry that is going through major structural changes that may limit or expand its application. A typical cogeneration system consists of an engine, steam turbine or combustion turbine that drives an electrical generator. A waste heat exchanger recovers waste heat from the engine and/or exhaust gas to produce hot water or steam. There are two main types of cogeneration techniques; one is the topping cycle plant, and the other is the bottoming cycle plant [1]. A topping cycle plant generates electricity or mechanical power rst. For this case, it is common practice to burn fuel in a Diesel engine to produce electrical or mechanical power. The exhaust goes to a heat recovery boiler to create steam for heating the burning heavy Diesel oil, cabinet heating or cooking purposes. A topping cycle cogeneration plant always uses some additional fuel, beyond what is needed for manufacturing, so there is an operating cost associated with the power production. The bottoming cycle plant also plays an important role on ships. Based on using the exhaust from very large and slow speed Diesel engines, turbo-generators are tted in many ships in conjunction with waste heat recovery boil-

ers. It is usually sucient for provision of the ships entire electrical power requirement while maneuvering. Employing a power cycle driven by the Diesel engine waste heat in the cooling water and in the exhaust gases, Aly [2] demonstrated that about 1516% increase of engine power output could be achieved and, thus, aected the engine fuel economy by a similar order of magnitude. A computer program was proposed by Najjar and Radhwan [3] to calculate parametrically the individual and combined cycle performances. It showed that R-113 working uid was the optimum choice because it gave the smallest, hence the most economical, size of gas turbine. Also, Sala and Vian [4] dealt with a program package to simulate a gas turbine cogeneration system. In their work, an example of the application was given, and optimum running conditions were determined. Waked [5] performed a second law of thermodynamics analysis for a cogeneration power absorption cooling plant. He demonstrated that a cogeneration plant had a better utilization of fuel than a single purpose power plant. Using the rst and second laws of thermodynamics, Habib [6] presented an analysis of two dierent cogeneration schemes. It was shown that the irreversible

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losses occurred mostly in the boiler and combustion chamber and were greatly reduced in a gas turbine unit. To lower the condensing temperature of organic Rankine cycles, Mohanty and Paloso [7] introduced a vapor absorption chiller to this system that proved to render power generation more economical. Various case studies of cogeneration for certain uses and countries were subsequently reported [8,9]. Their results showed that reductions in fuel consumption and increases in overall thermal eciency were achievable. Considering the information of annual energy demand, annual heat-to-electricity ratio and daily load factor, Takahashi and Ishizaka [10] provided a sensitivity analysis of the inuence of the demand-prediction error upon the eciency of cogeneration systems. Khaliq and Kaushik [11] presented thermodynamic methodology for performance evaluation of a combustion gas turbine cogeneration system with reheat. Utilizing the waste heat streams from the Diesel engines, jacket water and exhaust gas as the heat source, Hunget al. [12] studied the feasibility of seawater desalination theoretically. An emerging technology that has cogeneration possibilities is the fuel cell. A fuel cell is a device that converts hydrogen or other fuels to electricity without combustion. Considering typical heat and electricity demand load proles for dierent types of residential buildings and occupancy, Dorer et al. [13] investigated the sizing of the fuel cell system in relation to the heat demand of the building. Lately, Ghosh and De [14] have proposed a conceptualized combined heat and power scheme based on coal gasication and with a high temperature, pressurized solid oxide fuel cell in the topping cycle and a bottoming steam cogeneration cycle. Since Diesel engines are now used almost exclusively for modern ships, a bottoming cycle plant using an exhaust gas boiler installed in the stack is, thus, theoretically investigated in this study. This waste heat is used to produce steam that drives a steam turbine to produce electricity. Since the fuel is burned rst in the engine drive, no extra fuel is required to produce this electricity. In addition to the main engine power output, a very large quantity of steam could be produced to generate electrical power through a turbo-generator. To the best of the authors knowledge, this is the rst paper to investigate systematically the performance of a cogeneration plant for a Diesel engine ship. The parameters of mass ow rate of waste gas, exhaust temperature and cooling water temperature are taken into consideration. The heat transfer area of the waste heat boiler is practically divided into three sections, i.e., subcooled, saturated and superheated areas. Finally, the net output data of a ship obtained from shop test are compared with the theoretical results. 2. Mathematical analysis For a given boiler or condenser, a shell and tube heat exchanger, the heat transfer rate between the working uid and the exhaust gas can be expressed as [15]

Qa UAF c DT lm

where Q is the total heat transfer, U stands for the overall heat transfer coecient, A is the entire surface area, Fc is a correction factor and DTlm represents the log mean temperature dierence of the boiler or condenser. For a boiler, the log mean temperature dierence is given as [15] DT lm T gbi T mbo T gbo T mbi lnT gbi T mbo =T gbo T mbi 2

where Tgbi and Tgbo are the inlet and outlet exhaust temperatures, respectively, and Tmbi and Tmbo are the temperatures of the working uid that enters or leaves the boiler, respectively. In a condenser, DTm stands for DT lm T wci T mco T wco T mci lnT gbi T mco =T wco T mci 3

where the inlet temperatures of the cooling seawater and working uid and are abbreviated as Twci and Tmci, respectively, and the exit temperatures are denoted as Twco and Tmco, respectively. All the details of the symbols described in Eqs. (2) and (3) can be found in Fig. 1. The detailed schematic diagram of the cogeneration plant is displayed in Fig. 2. The overall heat transfer coecient may be determined from knowledge of the hot and cold uid convection coefcients, fouling factors and appropriate geometric parameters. For a U based on the outside surface area of the heat exchanger, it may be written as [15] Uo 1 Ao =Ai 1=hi Ao =hw 1=ho fo 4

Note that subscripts i and o refer to inner and outer tube surfaces, which may be exposed to either the working uid or ue gas and fo is the fouling factor of the heat transfer surface. In order to have a close understanding of the

T gbi Exhaust gas from diesel main engine T mbo

Turbine Boiler

T mbi Exhaust gas out T mci T gbo Condenser Seawater out T wco

Seawater in T wci Pump T mco

Fig. 1. Schematic diagram of the cogeneration system on merchant vessels.

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Fig. 2. Schematic diagram of the cogeneration plant on a ship.

cogeneration system, the components of this plant will be discussed individually in the following. 2.1. Condenser 2.1.1. Seawater side In Eq. (4), the heat transfer coecient in the seawater side, hw, for the transition case, 2300 < Rew < 10,000, can be calculated from the well known empirical expression [16]   kw Rew 1000Prw fw =2 hw 5 2=3 Dh 1 12:7fw =20:5 Prw 1 where fw 1:58 lnRew 3:282 6

 hoc 0:725

qmlc qmvc gimlvc k 3 mlc Dh mmlc T mc T to

1=4 8

where qm, km and vm are the density, thermal conductivity and kinematic viscosity of the working uid, respectively, at the condensing temperature. Also, the average temperature outside the tubes is denoted as Tto, the condensing temperature is abbreviated as Tm and imlv is the enthalpy dierence between saturated vapor and saturated liquid of the working uid. Note that the subscripts l, v and c represent the liquid phase, vapor phase and condenser, respectively. 2.1.3. Tube wall The conductance, hs, of the tube wall may be written in the form [15] 2pk t L hs   9 ln rro i where kt is the thermal conductivity, L is the length and ro and ri are the outer and inner radii of the tubes in the heat exchangers, respectively. 2.2. Pump For an isentropic process, the power consumption of the working uid circulating pump between the condenser and boiler can be expressed as [19]

and for the fully developed turbulent ow, i.e., Rew > 10,000, the Petukhovc correlation [17] is used:   kw Rew Prw fw =2 hw 7 2=3 Dh 1:07 12:7fw =20:5 Prw 1 where kw, fw, Rew and Prw are the thermal conductivity, Fanning friction factor, Reynolds number and Prandtl number of the exhaust gas, respectively. In addition, Dh is the hydraulic diameter of the condenser. 2.1.2. Working uid side Film condensation inside the tube is assumed, and the heat transfer coecient, hoc, then becomes [18]

W.-K. Tien et al. / Energy Conversion and Management 48 (2007) 19651974

1969

_ m tm P mbi P mco =gp Wp m

10

_ m hti hto gt gg Wt m

15

_ m is the mass ow rate of working uid, vm is In Eq. (10), m the specic volume of saturated working uid at the condensing temperature, Pmbi and Pmco are the pressures of the working uid at the boiling and condensing sides, respectively, and gp is the eciency of the circulating pump. 2.3. Boiler 2.3.1. Exhaust gas side An empirical formula of Grimison [20] is used as the heat transfer coecient hob
1=3 1:13co Ren g Pr g k g Dh

where hti is the enthalpy of the working uid that enters the turbine, and gt and gg are the eciencies of the turbine and generator, respectively. The total heat ow of the boiler in the gas side can be evaluated as [22] _ g cpg T gbi T gbo Qb m 16

_ g and cpg are the mass ow rate and specic In Eq. (16), m heat of the exhaust gas, respectively, and Tgbi and Tgbo are the inlet and outlet ue gas temperatures of the boiler, respectively. On the other hand, from the energy balance, the quantity of circulating working uid inside the boiler tube can be obtained as [22] _ m Qb =hbo hbi m 17 where hbo and hbi are the enthalpies of the working uid at the outlet and inlet of the boiler, respectively. Suppose that the working uid changes from saturated vapor to saturated liquid isothermally in the condenser. The heat transfer rate can then be calculated as [22] _ m hci hco Qc m or using the seawater side alternatively [22], _ w cpw T wco T wci Qc m 19 18

11

In this work, the boiler tubes are assumed to be in staggered arrangement and both the ratios of the transverse and longitudinal pitches to tube diameter are 1.5. Thus, co = 0.562 and n = 0.46 in Eq. (5). In addition, Reg, Prg and kg are the Reynolds number, Prandtl number and thermal conductivity of the gas, respectively, and Dh is the hydraulic diameter of the boiler. 2.3.2. Working uid side In the inner tube of the boiler, a famous formula of Bromley [21] is used, and it yields  1=4 qmlb qmvb gimlvb k 3 mvb hib 0:62 12 Dh mmvb T to T mb In Eq. (12), all the notations are similar to those given in Eq. (8) except that Tm is the saturation temperature of the working uid and the subscript b signies boiler. 2.4. Turbine The output of turbine work can be evaluated by assuming that the saturated vapor of the working uid expands isentropically to a low pressure mixture of saturated vapor and liquid. In this case, the quality of the working uid vapor leaving the turbine can be obtained as [22] x sti scl =scv scl 13

_ w and cpw are the mass ow rate and specic heat of where m the seawater, respectively, and Twci and Twco are the entry and exit seawater temperatures in the condenser, respectively. The cogeneration system utilizes cold seawater for condenser cooling. Besides, lots of piping is needed to complete the power cycle. Therefore, some of the generated electric work is required for pumping water from the sea to the plant and for circulating the working uid. The power consumption of the pump is mainly to overcome the friction loss as the seawater and working uid goes through the pipes, ttings and heat exchangers. The summation of all the pressure losses caused by friction can be given as [15] DP s
n X i1

fi V 2 i Li =2gDi ;

i 1; 2; 3; . . . ; n

20

where sti is the entropy of the working uid at the inlet of the turbine, and scl and scv are the entropies of saturated liquid and saturated vapor, respectively, at the condensing temperature. The enthalpy of the working uid vapor at the outlet of the turbine, therefore, becomes [22] ito 1 xicl xicv 14 In the above equation, icl and icv are the enthalpies of saturated liquid and saturated vapor, respectively, at the temperature of condensation. Since the enthalpies at the entrance and exit of the turbine are known, the total electric work resulting from the turbine can be calculated as

where fi is the friction factor of the pipe or tting, Vi is the velocity of the seawater or working uid, Li is the pipe length and Di is the diameter of the pipe. Considering the core friction, the pressure drop associated with the gas or seawater ow through a boiler or a condenser is written as [15]     fi Di Li DP h qi V 2 21 i 2 Ai g In Eq. (21), qi and Vi are the density and velocity, respectively, of the seawater or working uid, fi, Di, Ai and Li are the friction factor, diameter, cross sectional area and length, respectively, of the tubes used in the boilers or condensers.

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The total power required for the pump used in the condenser or boiler then becomes [19] _ i_ g=gp W s DP s DP h m 22 _ i_ is the mass ow rate of the seawater or working where m uid and gp signies the eciency of the pump. The net power Wn is calculated from [19] W n W t W bs W cs W p 23 In the above equation, Wt is the generated turbine power, Wbs is the pumping power consumed in the boiler, Wcs is the pumping power used in the condenser and Wp is the pumping power of the working uid from the condenser to the boiler. 3. Solution procedures In this study, several parameters are known and are listed in the following: _ g , and cooling sea1. the mass ow rates of exhaust gas, m _ w; water, m 2. the inlet temperatures, Tgbi, of the exhaust gas through the boiler and the inlet temperature of the cooling seawater, Tci, of the condenser; 3. the diameter D, length L, wall thickness t and number of tubes N used in the evaporators or condensers; 4. the eciencies of the working uid circulating pump, seawater pumps and turbine generator; 5. friction factor and fouling factor of the piping and heat exchangers. With the above given values, the total surface area of the heat exchangers, boilers and condensers and some dimensionless parameters can be calculated. Subsequently, the heat transfer coecients inside and outside the tubes in the boiler are obtained. The overall heat transfer coecient is then determined from Eq. (4). This analysis begins with the assumption of the outlet temperature of the exhaust gas in the boiler. With the aid of Eq. (1), the heat transfer rate of the boiler can be computed. Also, from Eq. (16), the heat dissipated by the exhaust can be evaluated. An iteration method with updating Tgbo continues until a specied tolerance of 0.001 (relative error) is met. As the heat duty of the boiler is calculated, the quantity of working uid can be obtained from Eq. (17). In a similar manner, the heat ow of the condenser and the outlet of cold seawater are found from Eqs. (1) and (19). In addition, the pressure drops of the pipes, ttings and heat exchangers can be determined from Eqs. (20) and (21). The power consumed by the seawater pump and working uid pumps can then be calculated. The net output of the turbine work is nally found from Eq. (23). The detailed ow chart of the calculation is given in Fig. 3. 4. Results and discussion

cogeneration system is attractive for ships, not only because of its higher eciency but also for its environmental friendliness. From the foregoing analysis, using distilled water as the working uid with the inlet temperature, Tgbi, of the exhaust gas through the boiler given as 400 C and the inlet temperature of the cooling seawater, Tci , of the condenser equal to 22 C, the results are obtained as the following. Fig. 4 shows the eects of the mass ow rate of exhaust gas on the exit temperature of the boiler. It is apparent that _ g at a xed Atot, the total heat Tgbo is higher for a larger m transfer area of the boiler. Also, a larger mass ow rate of exhaust gas will result in the need for a larger boiler heat transfer area if Tgbo is specied. Note that the impurity of vanadium exists in heavy Diesel oil. Vanadium pentoxide is formed and is present in the fuel ash that will attack

Input data

Guess Tgbo

Calculate hib, hob and Ab Calculate Qbb Eq.(16) Calculate Qba Eq.(1)

Qba Qbb <

.

Reguess Tgbo

Compute mm Eq.(17)

Guess Twco

Calculate hw, hoc, and Ac

Calculate Qcb Eq.(19)

Calculate Qca Eq.(1)

Qca Qcb <

Reguess Twco

Calculate Wt,Eq.(15)

Calculate Wbs and Wcs

Calculate Wn, Eq.(23)

Output

Since the fuel is burned rst in the cylinders of the main engine, no extra fuel is required to produce electricity. The

Fig. 3. Flow chart of calculation.

W.-K. Tien et al. / Energy Conversion and Management 48 (2007) 19651974

1971

stainless steels due to the formation of a molten oxide phase at high temperature. It is also worthwhile mentioning that the products of combustion of marine fuels usually contain sulphur dioxide, which will combine with water to form acids such as sulphurous acid and sulphuric acid. It is highly possible that these acids will cause low temperature corrosion and damage the boiler components if Tgbo is lower than the dew points of the ue gas acids in the stack. So, Tgbo should be adjusted to safe operation limits. The dependence of the dimensionless heat transfer area of _ g 200 t/h and m _ g 400 t/h is the boiler, A*, on Tgbo for m displayed in Fig. 5(a) and (b). It is noted that A sub , Asat and Asup represent the subcooled, saturated and superheated sec tion areas, respectively, and A sub Asat Asup 1. The heat transfer areas of the saturated and subcooled portions increase with exhaust temperature from the boiler, whereas A sup decreases with increasing Tgbo at mg=200 t/h. This is because the pressure in the boiler is not xed, i.e., the saturation temperature of the working uid varies in accordance with the heat ow of the exhaust gas. The lower is the saturation temperature, the wider the saturated region becomes. At a higher Tgbo, the waste heat obtained from the ue gas will decrease, and the saturation temperature will drop accordingly. Since the enthalpy dierence between saturated vapor and saturated liquid of the working uid, ifg, is higher for a lower saturated temperature, most of the waste heat is absorbed and utilized to boil the working liquid. The superheated area thus diminishes. Similar trends are observed in _ g 400 t/h. Apparently, increasing the Fig. 5(b) for m exhaust mass ow rates will not help increase the steam superheat at a higher Tgbo. Also, note that no pronounced _ g. change in A sub is found for dierent m Seawater is widely used as a cooling medium in the cooler or condenser on a vessel because it is inexpensive and convenient to acquire this source from the sea. To
300

1.0

mg =200 tons/hr
0.8

* A sat
0.6

* A
0.4

A* sup

0.2

A* sub

0.0 250

260

270

280

290

300

Tgbo(C)
1.0

mg =400 tons/hr
0.8

* A sat

0.6

* A
0.4

A* sup

0.2

A* sub

0.0 250
m g =300 tons/hr

260

270

280

290

300

Tgbo(C)
Fig. 5. The eects of Tgbo on dimensionless heat transfer area ratio in _ g 200 t/h and (b) m _ g 400 t/h. boiler for (a) m

290

gbo (C)

mg =400 tons/hr
280

270

m g =100 tons/hr m g =200 tons/hr

260 0 400 800 1200

Atot(m2)
Fig. 4. The eects of the mass ow rates of exhaust on Tgbo of the boiler.

avoid thermal pollution and to maintain proper functioning of the engine, the outlet of the cooling water should be well controlled. Fig. 6 depicts the relationships between _ w . As expected, a larger mass Twco and Tgbo for various m ow rate of cooling water leads to a lower Twco at a xed Tgbo. In addition, it is ecient to lower the exit seawater _ w at a smaller Tgbo. The eects temperature by increasing m of the heat transfer areas of the condenser on Twco for var_ w is given in Fig. 7. It is shown that the condenser ious m size is also a decisive factor in determining Twco. At a given mass ow rate of seawater, Twco is lower for a smaller heat transfer area of the condenser. This is due to the fact that lots of steam is condensed for a bigger condenser, and Twco

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W.-K. Tien et al. / Energy Conversion and Management 48 (2007) 19651974

Tgbo=320 C Tgbo=325 C

33.9

33.8

Tgbo=315 C

33.7
Tgbo=310 C

33.6 220

240

260
m w (tons/hr)

280

300

_ w. Fig. 6. The relationships between Twco and Tgbo for various m

_ w remains constant. On naturally rises on condition that m the other hand, poor heat transfer is observed for a smaller condenser, and the seawater temperature dierence between the inlet and outlet of the condenser, therefore, becomes smaller. In this gure, also note that Twco _ w at a specied heat transfer area of the decreases with m condenser. To have an ecient operation of the cogeneration system, a correct amount of working uid is needed. The working uid of this system may be reduced due to leakage. A hot well aboard is designed to supply water during the _ a on m _ g for operation. Fig. 8 presents the dependence of m
34.0

Tgbo = 290, 300, 310 and 320 C. From this gure, it is _ a increases with m _ g , and the phenomenon is shown that m more pronounced at lower Tgbo. This is because more _ g , especially at a lower waste heat is obtained at a larger m Tgbo for an identical and known Tgbi. and this implies that _ a , mass ow rate of the working uid is needed and more m used to generate electricity. The working uid circulating pump, an important component of the cogeneration plant, serves to pump the low pressure condensate to the high pressure boiler. The pumping power of the working uid circulating pump is also analyzed, though it is insignicant compared to the net power produced by the turbine. The eects of Tgbo on the power consumption of the working uid circulating pump are shown in Fig. 9. It is observed that Wp increases with _ g , and Wp is larger for a lower Tgbo. This can be explained m from the fact that the lower is Tgbo, the larger the waste heat becomes. In addition, larger amounts of waste heat result in the requirement of more working uid due to the energy balance, as illustrated in Fig. 8. The pumping power is, thus, greater for more working uid circulating in the system. Fig. 10 plots the dependence of the net output of the _ g for dierent Tmco. It is observed cogeneration system on m that the obtained net powers increase with the mass ow rate of the exhaust gas. Besides, the lower is Tmco, the higher will be the Wn obtained. This can be explained because a larger temperature dierence between the heat source and heat sink results in a higher eciency of the cogeneration plant and because the condensing temperature is lower for a smaller Tmco. Also, note that the dier_ g , whereas the ence in Wn is noticeable at larger m discrepancy in Wn is trivially smaller for dierent Tmco. _ g on the production of net Fig. 11 shows the eects of m power for Tgbo = 300, 310, 320 and 330 C. Similarly, the
40

wco (C)

917.7m2

Tgbo=290 C

877.8m2

30

33.9

Tgbo=300 C

wco (C)

837.9m2

m a (tons/hr)

Tgbo=310 C

20

Tgbo=320 C

33.8
798m2

10

33.7 120

140

160
m w (tons/hr)

180

200

0 200

400

600

800

1000

Fig. 7. The eects of heat transfer areas of the condenser on Twco for various m _ w.

mg (tons/hr)
Fig. 8. Dependence of m _ a on m _ g for Tgbo = 290, 300, 310 and 320 C.

W.-K. Tien et al. / Energy Conversion and Management 48 (2007) 19651974

40
Tgbo=310 C

1973

6900

Tgbo=310 C

30

Tgbo=300 C

Tgbo=300 C

Wn (kW)
Tgbo=320 C

Wp (kW)

4900

20

Tgbo=320 C

2900

10

Tgbo=330 C
Tgbo=330 C

0 200

400

600

800

1000

900 200

400

600

800

1000

mg (tons/hr)
Fig. 9. The eects of Tgbo on the power consumption of the working uid circulating pump.

mg (tons/hr)
Fig. 11. Dependence of net power production on m _ g for dierent Tgbo.
700

9000

Tmco=80 C Tmco=85 C

600

gb

2 95 i=

7000

Wn (kW)

Wn (kW)

Tmco=90 C Tmco=95 C

Theory
500

295 C Test data 270 oC

5000

400

3000

Tgbi =

o C 270

300

1000 200

90

100

110

120

400

600

800

1000

mg (tons/hr)
Fig. 12. Comparisons of the net works between theoretical results and test data.

mg (tons/hr)
_ g for dierent Tmco. Fig. 10. Dependence of net power production on m

_ g . Addidierence in Wn is more pronounced at a larger m tionally, more net output is obtained at a smaller Tgbo for a _ g because larger amounts of waste heat are xed m recovered. Finally, to verify the proposed model, a test is performed in a shipbuilding plant. All the data are obtained from the shop test of the cogeneration system for the ship with main engine Sulzer 6RTA76. The engine load is set at 85%, 90% and 100% of maximum continuous rated output with Tgbi = 270 and 295 C separately. The higher temperatures data are taken in the summer, whereas the lower ones are tested in the winter. The ambient temperatures of the two tested conditions are 32 C and 17 C, respec-

tively. Apparently, the cogeneration systems operating in summer are more ecient than in winter. It is observed that the Wn calculated from the theoretical predictions are higher than those obtained from test data (Fig. 12). This is presumably attributed to the constant thermal properties assumed in this study. The deviations between the calculated results and experimental data are within 7% . 5. Conclusions In this work, a methodology for studying a cogeneration system on a ship is proposed. For brevity, a waste heat

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boiler is designed to recover waste heat from the Diesel main engine on board. The exhaust gas is reused to produce steam for generating electricity. From the foregoing results, it can be concluded as follows: 1. At a xed Tgbo, there is an apparent increase in the dimensionless heat transfer area of the saturated region on increasing the mass ow rate of the exhaust, whereas _ g . While the superheated portion decreases with m _ g , the subcooled area also increases, but increasing m _ g , similar phenomthe variation is small. As for a given m ena are observed. _ g , the power consumption of the working 2. At a xed m uid pump increases with decreasing Tgbo. 3. The net output of the cogeneration system is larger for a lower working uid temperature at the exit of the condenser. In addition, Wn is larger for a smaller Tgbo at _ g. a xed m 4. The theoretical predictions from the proposed model compare reasonably with experimental data obtained form the shop test. One signicant impetus for cogeneration is the issue of global climate change from global warming caused by the greenhouse eect, of which Diesel fuel combustion in vessels is a major contributor. Cogeneration systems installed on ships may reduce the amount of fuel burned for a given energy output and thereby reduce the corresponding emissions of pollutants and greenhouse gases. Acknowledgements This work was supported in part by the National Science Council of Taiwan, Republic of China through contract No. NSC89-2611-E019-004. Also, in the acquisition of the test data, the assistance from the Marine Technique and Safety Department, China Petroleum Corporation, is gratefully acknowledged. References
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