CO-GEN WITH A MARINE PROPULSION ENGINE

Reproduced from original work by

Vivek Jolly
Introduction:
Large 2-stroke, direct reversible, turbocharged diesel engines are the dominant prime movers for the
world's deep sea shipping. Large 4-stroke engines are generally used on smaller vessels or for diesel-
electric propulsion in cruise vessels due to space restrictions and power concentration required. team
turbines remain only in the niche of L!" carriers while gas turbines have made a very marginal entry in
cruise vessel propulsion due to their advantages in si#e, weight, lower !$% emissions and low noise levels.
C/S view o ! "!r#e $-%tro&e 'ie%e" En#ine
&urrent 2-stroke diesel engines are operating with overall thermal efficiency of '(), with
very low e%haust temperatures after *+& , !$% levels at their limiting values -./$0. *his temperature is
1ust sufficient to generate the domestic L.2. steam requirement in an 3.".3. *he liquid enthalpy of its
cooling water is used for fresh water production in a L.2. evaporator.
*hese engines employ uniflow scavenging with constant pressure turbo charging. 3lectrically
driven au%iliary blowers supplement the scavenge air requirement at low loads -4() , lower0.
&urrently 5((/6 engines are in service driving a single propeller below 5(( rpm.
7s fuel prices are at a historical high, it is imperative to reduce fuel consumption. 8owever
any further reduction in 9$& will involve a natural increase in !$% emissions.
*his &$"3 plant integrated with a marine propulsion diesel engine is a practical path forward
towards reduced operating costs , lower &$2 emissions.
PRINCIPLE O( OPERATION:
:y adapting the engine for ambient air intake by changing its timings , rematching of its turbochargers,
e%haust gas energy level can be increased , also 5() flow can bypass the turbochargers , feed the
power turbine of &$"3 unit without increasing thermal loading of the engine. .nfact as shown below the
thermal loading of main engine decreases. *his is due to the full utili#ation of the available turbocharger
efficiency.
3ngine thermal loading v+s /&;-52;*7<= 6artsila0
*his adapted tuning however incurs a penalty of about 5) increase in fuel consumption, but
the gain in recovered energy more than compensates for the loss in efficiency from higher fuel
consumption.
8owever the brake mean effective pressure would normally be increased as compared to a
standard engine , thereby an increase in specific fuel oil consumption can be avoided.
7s this engine would be operating at elevated firing pressures either it would be derated for
minus ambient temperatures or a waste gate would be incorporated to prevent any e%cess built up of
scavenge pressures from .$ limits.
*he higher e%haust gas temperatures are used in a natural draft, closed fin e%haust gas
economi#er to generate larger mass flow of superheated low pressure steam which operates a turbo
generator , low mass flow of saturated low pressure steam for domestic heating services.
*he power turbine is able to generate about 4() of &$"3 output power.
'ESCRIPTION O( COGES UNIT:
chematic view of the &$"3 unit
*his system consists of an e%haust gas fired boiler, multistage condensing steam turbine
-turbo generator0, a single stage e%haust gas turbine -power turbine0 and a common generator for electric
power production. *he turbines , generator are placed on a common bedplate.
*he power turbine operates between '( to 5(() /&; of main engine only, as below this
load the efficiency of main turbochargers drop significantly. >ue to this bypass arrangement the mi%ed
e%haust gas temperatures rise by around '( deg&. 2ower output from power turbine is fed to turbo
generator via a reduction gearing , overspeed clutch which protects the power turbine from over speeding
in case the electric generator drops out due to overload.
*he steam turbine feeds its generated power to generator via another set of reduction
gearing. .n general, when producing e%cess power the surplus steam to turbo generator can be dumped
to a vacuum condenser by the speed control governor via a single throttle valve. 6hile operating in
parallel with other diesel generators, the governor operates in a regular way to give correct load sharing.
7rrangement of &$"3 unit as proposed by 2eter :rotherhood Ltd.
7 more complicated arrangement also incorporates a tail shaft motor+generator set. *his unit
is able to generate , feed power to the grid while sailing in low load requirements , vice-versa able to
motor the main engine in high load+torque requirements.
*his &oges unit claims to deliver upto 5() /&; ?6e at full load.
'ATA
/ain 3ngine
/odel 52?<@/3+/& /k=
/anufacturer /an :,6- >enmark
!ominal /&; =@=4( ?6 A <4 rpm - guaranteed upto tropical conditions0
:/32 5@.2 bar
9$& 5B5 g+?wh -!o% compliant0 A .$ conditions
:ore <@( mm
troke 2==( mm
Lube oil 54@( m4+hr, 4.@ bar, B(deg& ma%, 52<(( ?gs
&ooling sea wtr 254( m4+hr, 2.' bar, '(deg& ma%
&ooling fresh wtr ''( m4+hr, 4 bar, 5(( deg& ma%
3%haust gas flow 5B<.= ?gs+s, 24' deg& at nominal /&; -tropical0
7ir flow 5B=.4 ?gs+s -<@) w+w0
>ry 6eight 25<( tone
*urbocharger
/odel *2L <5: % 4 units
/anufacturer .8.-7:: Capan
/a% air flow ''.B m4+s per unit
overall -ma%0 B4)
turbine -ma%0 @')
compr -ma%0 @')
compr -ma%0 4.(
haft power 5(,4'( ?6+unit A 52((( rpm
>ry weight 54.' tones+unit
&oges Dnit E 3%haust "as 3conomi#er
/anufacturer 2eter :rotherhood Ltd - D?
/&; B((( ?6e
team B :ar, 2B( deg&
&ondenser (.(= bar
9eed water 54' deg&, hfF 'B( ?1+?g
*urbo generator =B'( rpm
2ower turbine 52((( rpm
"enerator 5@(( rpm
gear bo% (.<B
generator (.<'
effectiveness (.B( -3.".30
He!t )!"!nce or M!in En#ine
8eat :alance of a standard -5@.2 bar0 engine at .$ reference conditions , 5(() /&;
In*ut
-9uel power0 F F 5B5 % 42B(( % =@=4( + 5((( % 4=(( F 54<,25< ?6,
Out*ut
*o /&; F =@=4( ?6 -4<.4)0
*o Lube oil F F 54@( % <(( % (.B' % -=(-4'0 + 4=(( F 45=4?6 -2.<@)0
*o Ckt 6tr F F ''( % 5((( % 4.5@= % -@(-=@0 + 4=(( F B=B4 ?6 -'.'5)0
*o 3%haust "as F F 5<4 % 5.((' % -25'-2'0 F 4B('( ?6 -2=.')0
-3%haust gas flow , temperature is corrected for .$ conditions as per pro1ect guide
instructions0
*o cavenge air F F 5<4 % (.<@ % 5.((' % -5B'-4'0
F 24@4( ?6 -5B.@)0
Power tur+ine C!"cu"!tion%
7fter &alculations we have
Wor& 'one F 5<4 % (.52 % 5.((' % -B(=-'=@0
F 422< ?6 E"ectric!" *ower F 422< % (.<B % (.<' F 2<B' ?6e -4.44)0
E,-!u%t G!% Econo.i/er
8eat ;ecoverable F 5<4 % 5.((' % -2<'-5='0 % (.B( F 5BB4' ?6
Ste!. Gener!tion
Ste!. #ener!tion i% !% o""ow%:
9or turbo generator F 2('((+4=(( % -2<<B-'B(0 F 54@2( ?6
9or feed wtr heating F 4(((+4=(( % -2B=4-'B(0 F 244@ ?6
9or >omestic purposes F 2'((+4=(( % -2B=4-'B(0 F 5'24 ?6
*urbo generator power F 54@2( % (.4 F 454= ?6 F 454= % (.<B % (.<' F 4@2( ?6e -'.'=)0
Econo.ic!" con%ider!tion%
7ssumptionsG
a0 .ncrease in 9$& of engine is avoided using a higher :/32
b0 7ll electric power produced onboard is utili#ed.
c0 9$& of diesel generators are at same level as main engine.
d0 7nnual avings in maintenance+lube oil costs of 2 gensets is H5(((((
!ow total electric production from &$"3 unit F '.'= E 4.44 F <.<) of /&;
6hen operating at 5(() /&; for 2@( days+year at .$ conditionsG
7nnual 9uel costs F 2@( % 24 % (.(((5B % =@=4( % 4''-H+ton0 F H2B,@4B,(@<
7nnual 9uel avings F 2B,@4B,(@< % (.(<< F H2,B'',@B5
*otal 7nnual avings F 2,B'',@B5 E 5((((( F H2,@'',@B5
&ost of &$"3 F H4,=((,(((
.2.2 F 4,=((,(((+2,@'',@B5 F 5.= years.
Pr!ctic!" Con%ider!tion% !nd ot-er ECO
$n the face of it &82 with &$"3 looks very attractive , is being promoted by both wartsila and man
b,w.
However if one reads between the lines there are many other considerations involved
Engines would be operating with much reduced mass purity of gases. With the present fuel
specs (ash, carbon residue, sodium and vanadium contents) this would certainly involve much
greater fouling in the hot gas circuit resulting in reduced maintenance time between overhauls
of all the associated equipments.
Reduced thermal loading with increased ehaust temperatures would lead to greater hot
corrosion of ehaust valves.
!ncreased bac" pressure from E.#.E would decrease the surge margin and affect both the
turbocharger and power turbine performance.
$ue to increased firing pressures the engines would have to be derated at sub %ero conditions
&part from the capital cost the installation cost would be very high as this is a non standard
piece of equipment in a merchant vessel.
&s engines are normally optimi%ed for continuous operations below '() of nominal *+Rs, the
actual ,-.+ is reduced by around /g01Wh. 2esides engines normally operate between (3 to
'() of ,*+R. 4his would result in reduced saving potential.
$iesel gensets would have to be operated in parallel with this +.#E, unit during narrow
passages and rough weather conditions due to their reliability and independent nature. 4his
would reduce the saving potential.
!t is very unli"ely to absorb 53) of ,*+R on a vessel as such electrical loads do not eist.
$ne idea which is coming up is a turbocharger with an integral motor+generator drive. 7t
lower loads when the *+& is unable to meet the engine requirement the motor drive would feed the
additional energy. 7t higher loads when *+& does not need all the energy of e%haust gases this e%tra
energy could be abstracted by the integral au%iliary drive working as a generator.
*his system would simplify engine design. 7u%iliary blowers and scavenge air valves could be
omitted. *his would result in better combustion at part load operations with resultant lower thermal loads
, smoother acceleration. urplus electric power would also be available at service loads.
References:
1) http://www.marineengineering.org.uk/!"#$/www.peterbrotherhood.com
%) http://www.marineengineering.org.uk/!"#$/www.manbw.com
&) http://www.marineengineering.org.uk/!"#$/www.wartsila.com
') http://www.marineengineering.org.uk/!"#$/www.abb.com