Next Article in Journal
Economic Impact of Organic Agriculture: Evidence from a Pan-India Survey
Next Article in Special Issue
Methodology of Designing Sealing Systems for Highly Loaded Rotary Machines
Previous Article in Journal
Impacts of the Extension of Cassava Soil Conservation and Efficient Technology on the Reduction of Chemical Fertilizer Input in China
Previous Article in Special Issue
Scenario Analysis of a Coal Reduction Share in the Power Generation in Bosnia and Herzegovina until 2050
 
 
Search for Articles:
Title / Keyword
Author / Affiliation / Email
Journal
Article Type
 
 
Advanced Search
 
Section
Special Issue
Volume
Issue
Number
Page
 
Journals
Sustainability
Volume 14
Issue 22
10.3390/su142215058
sustainability-logo
Submit to this Journal Review for this Journal Propose a Special Issue
► Article Menu

Article Menu

share Share announcement Help format_quote Cite question_answer Discuss in SciProfiles thumb_up
...
Endorse textsms
...
Comment
first_page
settings
Order Article Reprints
Font Type:
Arial Georgia Verdana
Font Size:
Aa Aa Aa
Line Spacing:
Column Width:
Background:
Article

Cooling Potential of Ship Engine Intake Air Cooling and Its Realization on the Route Line †

by
Zongming Yang
1,
Roman Radchenko
2,
Mykola Radchenko
2,*,
Andrii Radchenko
2 and
Victoria Kornienko
2
1
School of Energy and Power, Jiangsu University of Science and Technology, No. 2 Mengxi Road, Zhenjiang 212003, China
2
Machinebuilding Institute, Admiral Makarov National University of Shipbuilding, Heroes of Ukraine Avenue 9, 54025 Mykolayiv, Ukraine
*
Author to whom correspondence should be addressed.
†
This paper is an extended version of our paper published in 2022 ECRES 2022, Proceedings.
Sustainability 2022, 14(22), 15058; https://doi.org/10.3390/su142215058
Submission received: 30 September 2022 / Revised: 29 October 2022 / Accepted: 2 November 2022 / Published: 14 November 2022
(This article belongs to the Special Issue Selected Papers from the 10th European Conference on Renewable Energy Systems)
Browse Figures
Review Reports Versions Notes

Abstract

:
A fuel efficiency of a ship engine increases with cooling inlet air. This might be performed by the chillers, which transform the heat of engine exhaust gas and scavenge air for refrigeration. The effect gained due to cooling depends on the intake air temperature drop and the time of engine operation at decreased intake air temperature. Thus, the cooling degree hour (CDH) number, calculated as air temperature depression multiplied by the duration of engine operation at reduced intake air temperature, is used as a primary criterion to estimate the engine fuel efficiency enhancement due to intake air cooling over the ship routes. The engine intake air cooling potential is limited by its value, available according to engine exhaust heat and the efficiency of heat conversion to refrigeration in the chiller, evaluated by the coefficient of performance (COP). Therefore, it should be determined by comparing both the needed and available values of CDH. The ejector chiller (ECh) was chosen for engine exhaust gas heat recovery to refrigeration as the simplest and cheapest, although it has a relatively low COP of about 0.3 to 0.35. However, the ECh generally consists of heat exchanges which are mostly adapted to be placed in free spaces and can be mounted on the transverse and board side bulkheads in the ship engine room. The values of sucked air temperature depression and engine fuel consumption reduction at varying temperatures and humidity of ambient air on the route were evaluated.

1. Introduction

The fuel efficiency of combustion engines falls with rising sucked air temperature [1,2]. So, the specific fuel consumption of marine low-speed diesel engines (LSDE) increase by 1.2 g/(kW∙h) for 10 °C increments of intake air temperature [3,4]. An enhancement of combustion engine efficiency at increased air temperatures is possible by engine intake air cooling (EIAC) in chillers, transforming exhaust heat [5,6].
Reduction in sucked air temperature Δt = tamb − ta2 and engine fuel consumption, as a result, are affected by the temperatures of ambient tamb and cooled air ta2, which depend on the coolant temperature (refrigerant or chilled water). The absorption lithium-bromide chillers (ACh) of a simple cycle [7,8] provide cooling air practically to 15 °C (chilled water temperature tw is about 7 °C) with a coefficient of performance (COP) of about 0.7 [9,10]. The simplest and cheapest ejector chillers (ECh) using high volatile fluids (refrigerants) [11,12] are characterized by relatively low COP of 0.3 to 0.35 [13,14]. However, ECh generally consists of heat exchanges [15,16] which are mostly adapted to be placed in free spaces and can be mounted on the transverse and board side bulkheads in the engine room, whereas ACh unit needs a special room. It should be mentioned that jet devices such as ejectors [17,18] or thermopressors [19,20] are widely applied for engine-sucked and charged air cooling [21,22].
Many publications are focused on enhancing the efficiency of engine exhaust heat conversion for EIAC in gas engines [23,24], turbines [25,26], and internal combustion engines [27,28].
The use of various kinds of fuels [29,30], including water-fuel emulsion [31,32], in marine diesel engines makes it possible to reduce the consumption of sulfurous fuel and emissions, primarily NOx and SOx, into surroundings [33,34].
Utilization of the heat released from engine in the exhaust boiler [35,36] to increase the available heat, converted to refrigeration for EIAC, was also analyzed in [37,38]. The application of low-temperature condensing surfaces [37,38] enables deep exhaust heat utilization, and the increase in heat potential transformed to refrigeration for engine-sucked air cooling to lowered temperatures. The latter needs the application of highly efficient heat exchanges [39,40] for intensive evaporation [41,42] in cooling and condensing heat utilization circuits [43,44].
The effect due to cooling depends on sucked air temperature drop Δt and a time interval τ of engine operation at decreased sucked air temperature. Therefore, a cooling degree hour (CDH) number is used as a primary criterion to estimate the fuel efficiency of the engine with sucked air cooled [45,46]. A sinusoidal function for predicting CDH and the thermal load was proposed [47,48].
The engine intake air cooling potential is limited by its value, available according to engine waste heat, and the efficiency of its conversion to refrigeration in the chiller, estimated by the COP. Therefore, it should be determined by comparing both values of the CDH number needed for cooling sucked air to the target temperature ta2 and the available CDH number proceeding from the exhaust heat converted by the chiller.
In order to realize engine intake air cooling potential, the various types of waste heat recovery transformers are considered for EIAC, involving ammonia-water vapor absorption [49,50] and adsorption [51,52] chillers. Much research is devoted to the rational designing of the chilling systems [53,54] as automotive [55,56] or subsystems, integrated into combined cooling, heating, and power systems [57,58], trigeneration, and integrated energy systems [59,60].
In reality, any combustion engine with EIAC by waste heat recovery chillers can be considered a power plant with in-cycle trigeneration focused on enhancing basic engine efficiency. A sustainable operation of the engine at stabilized low intake air temperature is impossible without determining the rational design cooling capacity of the chiller and EIAC system on the whole. Some criteria and indicators to select a thermal design load was proposed [61,62]. In spite of many criteria, including multipurpose ones [63,64], most of them are proceeding from the approach to cover the maximum current and annual summarized values of thermal loads and effect gained [65,66], which leads to EIAC system oversizing.
The purpose of this work is to evaluate the potential of cooling intake air in a ship main diesel engine and its realization in a rationally designed EIAC system with an ejector chiller, transforming the engine exhaust heat that provides a sustainable operation of the engine with high fuel efficiency due to stabilized low intake air temperature in real climatic conditions on the ship** route.

2. Materials and Methods

The EIAC system has to be designed to cover engine-sucked air-cooling demands during the operation period on the route line and to gain fuel reduction close to the maximum value.
The effect due to cooling depends on the suction air temperature drop Δta and a time τ of engine operation at decreased air temperature ta2. Therefore, CDH number is applied as a primary criterion to evaluate the fuel efficiency of the marine engine with cooling sucked air along the ship routes:
∑CDH = ∑(Δta·τ),
where Δta = ta.in − ta2—decrease in engine suction air temperature; ta.in and ta2—air temperature at the air cooler inlet and outlet; accordingly, τ—duration of engine operation at corresponding air temperature depression Δta; CDH = Δta·τ—actual cooling degree hours.
It should be mentioned that the actual value of CDH = Δta·τ, id est. for τ = 1 h, coincides with the value of actual air temperature decrease due to cooling: CDH = Δta.
The engine fuel-saving ∑B along the ship routes is calculated by summation as:
∑B = ∑[(Δta·τ) (Δbe /Δta)∙Pe] or ∑B = ∑CDH (Δbe /Δta)∙Pe,
where be—a specific fuel consumption (for engine power of 1 kW), g/kWh; Δbe/Δta—specific fuel reduction due to sucked air temperature depression by 1 °C; Pe—engine power, kW.
As an example, a diesel engine 6S60MC6.1-TI is considered as the main ship engine: nominal power Pn = 12.24 MW and continuous service power Ps = 10 MW; sucked air flow rate Ga = 23 kg/s [2].
A cooling capacity Q0, when cooling air of flow rate Ga:
Q0 = ca ξ∙Δta Ga,
where ξ—specific heat ratio is calculated as the ratio of overall latent and sensible heat released from the air to the sensible heat; ca—humid air specific heat, kJ/(kg·K).
The air temperature in the ship engine room tER while sailing in a warm period is higher than the temperature of ambient air by 10 °C [3,4]. So, if the engine turbocharger sucks the air from the engine room, the air temperature at the cooler inlet is ta.in = tamb + 10 °C. However, if the ambient air is sucked through a special air duct, the ambient air temperature is increased only by about 5 °C due to heat transfer from the engine room surroundings to the sucked ambient air, and its temperature at the cooler inlet is ta.in = tamb + 5 °C and a thermal load on EIAC system is less than in the first case.
Due to reduced values of temperature drop required for cooling air to 15 °C in the case of ambient air, sucked through the air duct with a temperature increased by 5 °C, in contrast to the air sucked from the engine room with a temperature increased by 10 °C, the required cooling capacities Q0.15 for cooling engine-sucked air to 15 °C are reduced too.
The minimum temperature of cooled air ta2 depends on the boiling refrigerant temperature t0 and is accepted as ta2 = t0 + 8 = 15 °C, where t0 = 7 °C and the temperature difference at the air cooler outlet equals 8 °C.
A real cooling capacity of ECh Q0 is calculated proceeding from the actual value of the heat released from the exhaust gas Qh as
Q0 = COP Qh,
with
Qh = cexh Δtexh Gexh
and exhaust gas parameters: cexh—specific heat; Δtexh—temperature drop and Gexh—exhaust gas flow rate, kg/s.
The authors developed the original method of EIAC system rational designing focused on defining a thermal design load (cooling capacity) by comparing both actual values of CDH needed for cooling sucked air to a target cooled air temperature ta2, on the one hand, and available CDH number, on the other hand. The latter is determined proceeding from the exhaust heat converted to cooling capacity with a definite COP according to the chiller applied:
CDH = Q0/ca ξ∙Ga,
where actual value of CDH = Δta for τ = 1 h.
Thus, based on the actual values of CDH and sucked air temperature drop Δta accordingly (6) the actual fuel reduction due to sucked air cooling is calculated as:
B = Δta (Δbe/Δta)∙Pe or B = CDH (Δbe/Δta)∙Pe.
The values of engine-specific fuel consumption reduction Δbe in response to sucked air temperature drop Δta on the ship** route were calculated by the program “mandieselturbo” [2].
The engine fuel-saving ∑B along the ship routes taking into account the available actual values of CDH and corresponding temperature drop Δta is calculated by summation according to (2).
Proceeding from the results of comparing both values of CDH number needed for cooling sucked air and real available CDH number, proceeding from the exhaust gas heat, and corresponding engine fuel-saving ∑B along the ship routes accordingly, the conclusion concerning the required heat sources, released from the engine, can be made.

3. Results of Investigation

A scheme of diesel engine (DE) sucked air cooling system has been developed (Figure 1, Appendix A).
The route Odesa-Yokogama (1–27 July 2019) is considered. The values of temperature tamb and relative humidity φamb of ambient air along the route are taken each 3 h (Figure 2) based on the meteorological data by using the verified well-known program “meteomanz.com” [67].
Changes in temperatures ta.in of air at the inlet of air cooler at the suction of engine turbocharger, corresponding real values of temperature drop Δta in ECh, transforming the heat of exhaust gas, and its potential values Δta15 when cooling air to 15 °C in response to ambient air temperatures tamb along the route Odesa-Yokogama for both cases of sucked air: from the engine room and through air duct are presented in Figure 3.
Actual values of cooling capacities Q0, gained by converting the engine exhaust gas heat Qh in ECh, and cooling capacities Q0.15 to cool the engine-sucked the air from temperature ta.in to ta2 = 15 °C and corresponding required heat Qh(0.35) for ECh with COP = 0.35 on the route Odesa-Yokogama are presented in Figure 4 and Figure 5.
The values of cooling capacity Q0.15 when cooling sucked the air from ta.in to ta2 = 15 °C with flow rate Ga are calculated according to Equation (3). The actual cooling capacity Q0, generated in ECh with COP = 0.35 by transforming the heat Qh of engine exhaust gas: Q0 = Qh COP.
As it is seen, the actual values of air temperature reduction due to cooling air in ECh, using the exhaust gas heat Qh, are varying within Δta = 10…15 °C, whereas potential possible temperature drops Δta15 from inlet air temperature ta.in to 15 °C are considerably higher: Δta15 = 25…30 °C (Figure 4a).
In the case of ambient air sucked through the air duct, due to reduced values of temperature drop Δta15, required for cooling air to 15 °C, the corresponding required cooling capacities Q0.15 are reduced too and approach the real available cooling capacities Q0 gained through exhaust gas heat transforming in ECh with COP = 0.35 (Figure 4b). Meantime, when the air is sucked from the engine room (Figure 4a), the required cooling capacities Q0.15 are much higher than available cooling capacities Q0 (Figure 4a): Q0 ≈ 1.4 MW against Q0.15 ≈ 2 MW.
With this, the values of heat Qh(0.35) required for cooling engine-sucked air to 15 °C in ECh with COP = 0.35 are reduced accordingly (Figure 5b).
The actual real available values of specific fuel consumption reduction Δbe and summarized absolute values of fuel reduction ΣBf due to sucked air cooling in ECh using the exhaust heat Qh, as well as their potential values Δbe15 and ΣBf15 when cooling sucked air to 15 °C in response to corresponding values of CDH and ΣCDH or CDH15 and ΣCDH15 are plotted in Figure 6 and Figure 7.
With this, the values of specific fuel reduction Δbe and Δbe15, as well as their absolute summary values of fuel saving ΣBe and ΣBe15 on the route, were calculated by the program “mandieselturbo” [2].
It should be noted that the actual CDH number per 1 h coincides with the actual air temperature drop Δta.
As it is seen, the values of reduction in specific fuel consumption gained through sucked air cooling in ECh, transforming exhaust gas heat only, are within Δbe = 1.7…2.5 g/(kW∙h) (Figure 6). Meantime, the potential values Δbe15, possibly due to cooling sucked air to 15 °C, are considerably more: Δbe15 = 2.5…3.5 g/(kW∙h) for air sucked from the engine room (Figure 7a) and less when the ambient air is sucked through air duct: Δbe15 = 2.0…3.0 g/(kW∙h) (Figure 7b). As a result, the summary values of fuel consumption reduction real ΣBf ≈ 14 t and potential ΣBf15 ≈ 19 t for air sucked from the engine room (Figure 7a), and ΣBf15 ≈ 12 t for ambient air sucked through the air duct (Figure 7b).
The correlation between the reduction in specific fuel consumption Δbe gained by sucked air cooling in ECh, transforming exhaust gas heat, and its potential value Δbe15 due to sucked air cooling to 15 °C, as well as their summary absolute values ΣBf and ΣBf15 and corresponding available specific cooling capacities of ECh q0 and required cooling capacities q0.15 for sucked air cooling to 15 °C becomes quite evident from Figure 8.
As Figure 8 shows, the excess of potential summary fuel reduction ΣBf15 due to cooling air sucked from the engine room to 15 °C, over its real available value ΣBf (Figure 8a), is higher than its value for cooling ambient air sucked through an air duct (Figure 8b).
This is approved by the values of ungained fuel saving, signed as a deficit of real current reduction in specific fuel consumption Δbe.def and summary total fuel reduction ΣBf.def, compared to potentially possible their values according to CDH15 (Figure 9).
The values of ungained fuel saving compared to their potentially possible values according to CDH15 are calculated as absolute values: Δbe.def = |Δbe − Δbe.15 |; ΣBf.def = |ΣBf − ΣBf15 |.
As it is seen, the values of ungained current specific Δbe.def and summary total fuel reduction ΣBf.def are higher for cooling air sucked from the engine room (Figure 9a) regarding their values for ambient air sucked through the air duct (Figure 9b). It is caused by increased values of cooling capacities Q0.15 needed for cooling to 15 °C of air sucked from the engine room (Figure 10a) compared to their values for ambient air sucked through the air duct (Figure 10b). So as this leads to a deficit of available cooling capacities of ECh, transforming the exhaust gas heat Qh to refrigeration Q0(0.35) with COP about 0.35, the task of raising the available cooling capacities Q0 can be solved by applying the chiller with a higher COP or by transforming the additional heat sources, for instance, the heat of engine scavenge air.
The results of the calculation of COP, needed for covering the lack of available cooling capacities Q0(0.35), are presented in Figure 10 and Figure 11.
As it is seen, in the case of cooling air sucked through the air duct, the values of required COP of about 0.3 for cooling engine-sucked air to 15 °C are quite close to COP = 0.35 for ECh (Figure 11b). Whereas, when cooling air is sucked from the engine room, the values of required COP ≈ 0.5, which needs the application of absorption chillers with higher COP or additional heat sources, for example, the scavenge air.
This is proved by the results of the calculation of cooling capacities Q0(0.35) available due to transforming the exhaust gas heat Qh with COP = 0.35 (in ECh) and cooling capacities Q0.4 and Q0.5 generated by the chillers with COP = 0.4 and 0.5 in comparison with cooling capacities Q0.15 needed for cooling sucked air to 15 °C (Figure 11).
Figure 11 shows, in the case of cooling ambient air sucked through the air duct, the available cooling capacities Q0(0.35) of ECh with COP = 0.35 are quite close to their values Q0.15 needed for cooling air to 15 °C, whereas for cooling air sucked from engine room the increased cooling capacities Q0(0.5) generated by the chiller with COP of about 0.5 are required (Figure 11a) or increased heat Qh(0.4) and Qh(0.5) (Figure 12).
Thus, in the case of cooling ambient air sucked through the air duct, the application of ECh with COP = 0.35 enables to cover current cooling needs Q0.15 for cooling air to 15 °C.
It should be noted that the fluctuations in CDH and specific fuel reduction Δbe accordingly, depended on the sucked air temperature drop Δta due to cooling air at current ambient air temperatures tamb, as well as cooling capacities Q0 required for cooling sucked air at varying tamb, and φamb (Figure 2) and needed COP of the chiller accordingly are caused by rapidly changing climatic conditions along the ship** route.
When additional heat sources, for instance, the heat of scavenging air, are involved in covering actual cooling needs along the ship** route, a rational design thermal load has to be determined to avoid the EIAC system overestimating. Therefore, the method of rational designing of the EIAC system, primarily developed for stationary gas turbine power plants, has been modified for ship power plants operating on the routes.

4. Discussion

In order to avoid the errors caused by the variations of current effect in engine fuel reduction gained due to EIAC along the ship** route, and to simplify the calculation procedure simultaneously, the fluctuations of current values of fuel reduction are considered by their summation.
Due to such an approach, the rate of summary fuel reduction over the route characterizes the rate of EIAC system loading, id est. the efficiency of its application. So, the task is to avoid the overestimation of the EIAC system installed cooling capacity.
The method developed allows revealing the peculiarities of defying a thermal design load of EIAC systems for marine application, characterized by increased fluctuations in current values of thermal loads and fuel consumption as a result. With this, the summary ΣCDH15 for sucked air cooling along the route is applied as a primary criterion for further calculation of fuel saving.
Firstly, the optimum design cooling capacity that provides the maximum rate of the summary ΣCDH15 number increment for the route has been determined. With this, the ratio ΣCDH15 /q0 of the route summary ΣCDH15 number to specific cooling capacity q0 is used as an indicative parameter to define its maximum and corresponding optimal cooling capacity q0.15opt and ΣCDH15opt (Figure 13).
As Figure 13 shows, the value of the summary number ΣCDH15opt ≈ 15·103 °C·h, corresponding to the maximum value of the ratio ΣCDH15/q0 as the point “Opt” on the summary curve ΣCDH15opt = f(q0), is quite closed to the maximum value ΣCDH15max ≈ 16·103 °C·h. The latter means that the optimal value of cooling capacity q0.15opt can be used as a rational design cooling capacity. Such a conclusion is very useful in a practical sense due to simplifying the calculation procedure of design cooling capacity.
Proceeding from the mentioned above, the following generalized conclusion can be stated that for marine operation, the optimal value of cooling capacity q0.opt, providing the maximum rate of the increment in summary effect, gained due to EIAC, and minimum EIAC system sizing accordingly can be used as a rational design cooling capacity. The effect gained can be estimated by ΣCDH number as a primary criterion for the calculation of fuel saving.

5. Conclusions

The efficiency of the application of the developed EIAC system with ECh for cooling sucked air of marine diesel engines has been analyzed for operation in real climatic conditions on the ship** route. The ECh was chosen as the simplest and cheapest, although it has a relatively low COP of about 0.3 to 0.35. However, the ECh generally consists of heat exchanges which are mostly adapted to be placed in free spaces of the ship engine room.
The original simplified and simultaneously precise method of EIAC system designing focused on determining a design cooling capacity providing close to maximum fuel reduction along the ship route line without oversizing has been developed. The method is based on the calculation of engine fuel reduction along the ship route line according to the corresponding summary cooling degree hour (CDH) as a primary criterion for further, more complicated economic analyses.
A design cooling capacity of the EIAC system has been determined by comparing both values of CDH numbers: needed for cooling sucked air to the set cooled air temperature of 15 °C and real CDH numbers, defined proceeding from the exhaust heat converted to cooling capacity.
Cooling both airs sucked from the engine room as well as ambient air passing through the air duct has been investigated. The results of calculations for route line in equatorial climatic conditions revealed that the real CDH numbers, proceeding from engine exhaust gas heat transformed by ECh, are considerably less than CDH values required for cooling the air sucked from the engine room to 15 °C, that needs to involve the additional heat sources. The application of ECh provides reducing the sucked air temperature of diesel engines by 15…20 °C and a respective decrease in specific fuel consumption by 2.0 to 2.5 g/(kW∙h).
In the case of cooling ambient air sucked through the air duct, the available cooling capacities of ECh are close to their values needed for cooling air to 15 °C. This is caused by less thermal load on the EIAC system due to sucked air temperature being lowered by 5 °C compared to their values in the engine room. Thus, the application of ECh with COP of about 0.35 enables it to cover current cooling needs for cooling air, sucked through the air duct, to 15 °C.
In order to increase sucked air temperature depression which would provide stably low sucked air temperature at the input of turbocharger of about 15 °C during all the route time, it is necessary to involve additional heat source for ECh, for example, a heat of scavenging air after the turbocharger.

Author Contributions

Conceptualization, R.R., M.R., A.R. and V.K.; methodology, Z.Y., R.R., A.R., and V.K.; software, R.R. and V.K.; validation, Z.Y., R.R., A.R., and V.K.; formal analysis, Z.Y., R.R., M.R., A.R., and V.K.; investigation, R.R., M.R., A.R., and V.K.; resources, R.R. and V.K.; data curation, R.R., A.R., and V.K.; writing—original draft preparation, R.R. and V.K.; writing—review and editing, R.R., M.R., and V.K.; visualization, R.R. and V.K.; supervision, R.R. and V.K.; project administration, R.R. and M.R.; funding acquisition, Z.Y. All authors have read and agreed to the published version of the manuscript.

Funding

This research received no external funding.

Institutional Review Board Statement

Not applicable.

Informed Consent Statement

Not applicable.

Data Availability Statement

Not applicable.

Conflicts of Interest

The authors declare no conflict of interest.

Nomenclature

AChAbsorption lithium-bromide chiller
CDHcooling degree-hour°C·h
COPcoefficient of performance
EChejector chiller
EIACengine intake air cooling
Symbols and units
bespecific fuel consumptiong/kWh
caair specific heatkJ/(kg·K)
Gmass flow ratekg/s
Pepower kW
Q0absolute cooling capacitykW
q0specific cooling capacitykJ/kg; kW/(kg/s)
taair temperature°C
t0boiling refrigerant temperature°C
φair relative humidity%
τtimeh
Δt temperature drop°C; K
ΣBsummarized fuel reductiont
ξspecific heat ratio
Subscripts
15set temperature 15 °C
0.35; 0.4; 0.5COP = 0.35; 0.4; 0.5
a, ambair, ambient air
a.ininlet air
defdeficit
ffuel
hheat
maxmaximum
optoptimum
ratrational

Appendix A

Sustainability 14 15058 g0a1

References

  1. Bistrovic, N.; Bernecic, D. Energy efficiency in maritime transport. In Proceedings of the 18th Annual General Assembly of the International Association of Maritime Universities—Global Perspectives in MET: Towards Sustainable, Green and Integrated Maritime Transport; IAMU: Blaj, Romania, 2017; Volume 32017, pp. 47–50. [Google Scholar]
  2. MAN Diesel Turbo, CEAS Engine Calculations. Available online: https://marine.man-es.com/two-stroke/ceas (accessed on 1 November 2022).
  3. Influence of Ambient Temperature Conditions. Main Engine Operation of MAN B&W Two-Stroke Engines; MAN Diesel & Turbo: Copenhagen, Denmark, 2010; p. 15. Available online: https://www.yumpu.com/en/document/read/3124190/influence-of-ambient-temperature-conditions-man-diesel-turbo (accessed on 1 November 2022).
  4. MAN B&W 60-35 ME-B-TII Type Engines. Engine Selection Guide; MAN Diesel: Copenhagen, Denmark, 2010; p. 325. Available online: https://man-es.com/applications/projectguides/2stroke/content/printed/meb.pdf (accessed on 1 November 2022).
  5. Radchenko, A.; Radchenko, M.; Mikielewicz, D.; Pavlenko, A.; Radchenko, R.; Forduy, S. Energy saving in trigeneration plant for food industries. Energies 2022, 15, 1163. [Google Scholar] [CrossRef]
  6. Radchenko, A.; Scurtu, I.-C.; Radchenko, M.; Radchenko, R.; Forduy, S.; Zubarev, A. Monitoring the efficiency of cooling air at the inlet of gas engine in integrated energy system. Therm. Sci. 2022, 26, 185–194. [Google Scholar] [CrossRef]
  7. Radchenko, A.; Tsoy, A.; Portnoi, B.; Kantor, S. Increasing the efficiency of gas turbine inlet air cooling in actual climatic conditions of Kazakhstan and Ukraine. AIP Conf. Proc. 2020, 2285, 030071. [Google Scholar] [CrossRef]
  8. Yang, C.; Yang, Z.; Cai, R. Analytical method for evaluation of gas turbine inlet air cooling in combined cycle power plant. Appl. Energy 2009, 86, 848–856. [Google Scholar] [CrossRef]
  9. Manzela, A.A.; Hanriot, S.M.; Cabezas-Gómez, L.; Sodré, J.R. Using engine exhaust gas as energy source for an absorption refrigeration system. Appl. Energy 2010, 87, 1141–1148. [Google Scholar] [CrossRef]
  10. Popli, S.; Rodgers, P.; Eveloy, V. Gas turbine efficiency enhancement using waste heat powered absorption chillers in the oil and gas industry. Appl. Therm. Eng. 2013, 50, 918–931. [Google Scholar] [CrossRef]
  11. Yang, Z.; Radchenko, M.; Radchenko, A.; Mikielewicz, D.; Radchenko, R. Gas turbine intake air hybrid cooling systems and a new approach to their rational designing. Energies 2022, 15, 1474. [Google Scholar] [CrossRef]
  12. Radchenko, A.; Radchenko, M.; Mikielewicz, D.; Radchenko, R.; Andreev, A. A novel degree-hour method for rational design loading. Proc. Inst. Mech. Eng. Part A J. Power Energy 2022. [Google Scholar] [CrossRef]
  13. Radchenko, M.; Radchenko, A.; Radchenko, R.; Kantor, S.; Konovalov, D.; Kornienko, V. Rational loads of turbine inlet air absorption-ejector cooling systems. Proc. Inst. Mech. Eng. Part A J. Power Energy 2021, 236, 450–462. [Google Scholar] [CrossRef]
  14. Elbel, S.; Lawrence, N. Review of recent developments in advanced ejector technology. Int. J. Refrig. 2016, 62, 1–18. [Google Scholar] [CrossRef]
  15. Śmierciew, K.; Gagan, J.; Butrymowicz, D.; Karwacki, J. Experimental investigations of solar driven ejector air-conditioning system. Energy Build. 2014, 80, 260–267. [Google Scholar] [CrossRef]
  16. Radchenko, R.; Tsoy, A.; Forduy, S.; Anatoliy, Z.; Kalinichenko, I. Utilizing the heat of gas module by an absorption lithium-bromide chiller with an ejector booster stage. AIP Conf. Proc. 2020, 2285, 030084. [Google Scholar] [CrossRef]
  17. Kornienko, V.; Radchenko, R.; Radchenko, M.; Radchenko, A.; Pavlenko, A.; Konovalov, D. Cooling cyclic air of marine engine with water-fuel emulsion combustion by exhaust heat recovery chiller. Energies 2022, 15, 248. [Google Scholar] [CrossRef]
  18. Butrymowicz, D.; Gagan, J.; Śmierciew, K.; Łukaszuk, M.; Dudar, A.; Pawluczuk, A.; Łapiński, A.; Kuryłowicz, A. Investigations of prototype ejection refrigeration system driven by low grade heat. In Proceedings of the HTRSE-2018, E3S Web of Conferences, Międzyzdroje, Poland, 2–5 September 2018; Volume 70, p. 03002. [Google Scholar] [CrossRef]
  19. Yang, Z.; Konovalov, D.; Radchenko, M.; Radchenko, R.; Kobalava, H.; Radchenko, A.; Kornienko, V. Analysis of efficiency of thermopressor application for internal combustion engine. Energies 2022, 15, 2250. [Google Scholar] [CrossRef]
  20. Konovalov, D.; Radchenko, M.; Kobalava, H.; Radchenko, A.; Radchenko, R.; Kornienko, V.; Maksymov, V. Research of characteristics of the flow part of an aerothermopressor for gas turbine intercooling air. Proc. Inst. Mech. Eng. Part A J. Power Energy 2021, 236, 634–646. [Google Scholar] [CrossRef]
  21. Konovalov, D.; Kobalava, H.; Radchenko, M.; Sviridov, V.; Scurtu, I.C. Optimal sizing of the evaporation chamber in the low-flow aerothermopressor for a combustion engine. In Advanced Manufacturing Processes II, Selected Papers from the 2nd Grabchenko’s International Conference on Advanced Manufacturing Processes (InterPartner-2020), Odessa, Ukraine, 8–11 September 2020; Tonkonogyi, V., Ivanov, V., Trojanowska, J., Oborskyi, G., Grabchenko, A., Pavlenko, I., Edl, M., Kuric, I., Dasic, P., Eds.; Springer: Cham, Switzerland, 2021; pp. 654–663. [Google Scholar] [CrossRef]
  22. Radchenko, A.; Trushliakov, E.; Tkachenko, V.; Portnoi, B.; Prjadko, O. Improvement of the refrigeration capacity utilizing for the ambient air conditioning system. In Advanced Manufacturing Processes II, Selected Papers from the 2nd Grabchenko’s International Conference on Advanced Manufacturing Processes (InterPartner-2020), Odessa, Ukraine, 8–11 September 2020; Tonkonogyi, V., Ivanov, V., Trojanowska, J., Oborskyi, G., Grabchenko, A., Pavlenko, I., Edl, M., Kuric, I., Dasic, P., Eds.; Springer: Cham, Switzerland, 2021; pp. 714–723. [Google Scholar] [CrossRef]
  23. Zellner, S.; Burgtorf, J.; Kraft-Schäfer, D. (Eds.) Cogeneration & Trigeneration—How to produce energy efficiently. In A Practical Guide for Experts in Emerging and Develo** Economies; Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH: Bonn, Germany, 2016; 144p. [Google Scholar]
  24. One engine. Three Powerful Results. Trigeneration with Jenbacher Gas Engines. GE Energy. Jenbacher Trigeneration Solutions. 13 December 2006. Available online: http://ftp.demec.ufpr.br/disciplinas/TM106/Absorcao.pdf (accessed on 1 November 2022).
  25. Radchenko, M.; Mikielewicz, D.; Andreev, A.; Vanyeyev, S.; Savenkov, O. Efficient ship engine cyclic air cooling by turboexpander chiller for tropical climatic conditions. In Lecture Notes in Networks and Systems, Advances in Intelligent Systems and Computing, International Scientific and Technical Conference on Integrated Computer Technologies in Mechanical Engineering—Synergetic Engineering, ICTM 2020, Kharkiv, Ukraine, 29–30 October 2020; Nechyporuk, M., Pavlikov, V., Kritskiy, D., Eds.; Springer: Cham, Switzerland, 2021; Volume 188, pp. 498–507. [Google Scholar] [CrossRef]
  26. Radchenko, A.; Stachel, A.; Forduy, S.; Portnoi, B.; Rizun, O. Analysis of the efficiency of engine inlet air chilling unit with cooling towers. In Lecture Notes in Mechanical Engineering, Advances in Design, Simulation and Manufacturing III, Proceedings of the 3rd International Conference on Design, Simulation, Manufacturing: The Innovation Exchange, DSMIE-2020, Kharkiv, Ukraine, 9–12 June 2020; Ivanov, V., Pavlenko, I., Liaposhchenko, O., Machado, J., Edl, M., Eds.; Springer: Cham, Switzerland, 2020; pp. 322–331. [Google Scholar] [CrossRef]
  27. Radchenko, R.; Pyrysunko, M.; Kornienko, V.; Scurtu, I.C.; Patyk, R. Improving the ecological and energy efficiency of internal combustion engines by ejector chiller using recirculation gas heat. In Lecture Notes in Networks and Systems, Advances in Intelligent Systems and Computing, International Scientific and Technical Conference on Integrated Computer Technologies in Mechanical Engineering—Synergetic Engineering, ICTM 2020, Kharkiv, Ukraine, 29–30 October 2020; Nechyporuk, M., Pavlikov, V., Kritskiy, D., Eds.; Springer: Cham, Switzerland, 2021; Volume 188, pp. 531–541. [Google Scholar] [CrossRef]
  28. Shu, G.; Liang, Y.; Wei, H.; Tian, H.; Zhao, J.; Liu, L. A review of waste heat recovery on two-stroke IC engine aboard ships. Renew. Sustain. Energy Rev. 2013, 19, 385–401. [Google Scholar] [CrossRef]
  29. Pham, V.V. Advanced Technology Solutions for Treatment and Control Noxious Emission of Large Marine Diesel Engines: A Brief Review. J. Mech. Eng. Res. Dev. 2019, 42, 21–27. [Google Scholar] [CrossRef]
  30. Kornienko, V.; Radchenko, R.; Bohdal, Ł.; Kukiełka, L.; Legutko, S. Investigation of condensing heating surfaces with reduced corrosion of boilers with water-fuel emulsion combustion. In Lecture Notes in Networks and Systems, Advances in Intelligent Systems and Computing, International Scientific and Technical Conference on Integrated Computer Technologies in Mechanical Engineering—Synergetic Engineering, ICTM 2020, Kharkiv, Ukraine, 29–30 October 2020; Nechyporuk, M., Pavlikov, V., Kritskiy, D., Eds.; Springer: Cham, Switzerland, 2021; Volume 188, pp. 300–309. [Google Scholar] [CrossRef]
  31. Kornienko, V.; Radchenko, R.; Stachel, A.; Andreev, A.; Pyrysunko, M. Correlations for pollution on condensing surfaces of exhaust gas boilers with water-fuel emulsion combustion. In Advanced Manufacturing Processes, Selected Papers from the Grabchenko’s International Conference on Advanced Manufacturing Processes (InterPartner-2019), Odessa, Ukraine, 10–13 September 2019; Tonkonogyi, V., Ivanov, V., Trojanowska, J., Oborskyi, G., Edl, M., Kuric, I., Pavlenko, I., Dasic, P., Eds.; Springer: Cham, Switzerland, 2020; pp. 530–539. [Google Scholar] [CrossRef]
  32. Pavlenko, A.M. Change of emulsion structure during heating and boiling. Int. J. Energy Clean Environ. 2019, 20, 291–302. [Google Scholar] [CrossRef]
  33. Wojs, M.K.; Orliński, P.; Kamela, W.; Kruczyński, P. Research on the influence of ozone dissolved in the fuel-water emulsion on the parameters of the CI engine. In Proceedings of the Scientific Conference on Automotive Vehicles and Combustion Engines (KONMOT 2016), Krakow, Poland, 22–23 September 2016; 148, p. 012089. [Google Scholar] [CrossRef]
  34. Pavlenko, A. Energy conversion in heat and mass transfer processes in boiling emulsions. Therm. Sci. Eng. Prog. 2019, 15, 100439. [Google Scholar] [CrossRef]
  35. Yang, Z.; Zhang, D.; Caglayan, O.; Jenkinson, I.; Bonsall, S.; Wang, J.; Huang, M.; Yan, X. Selection of techniques for reducing ship** NOx and SOx emissions. Transp. Res. Part D Transp. Environ. 2012, 17, 478–486. [Google Scholar] [CrossRef]
  36. Wang, F.; Guo, H. Design of mixed scrubbing and desulfurization system for a marine engine. IOP Conf. Ser. Mater. Sci. Eng. 2019, 472, 012098. [Google Scholar] [CrossRef]
  37. Kornienko, V.; Radchenko, R.; Bohdal, T.; Radchenko, M.; Andreev, A. Thermal characteristics of the wet pollution layer on condensing heating surfaces of exhaust gas boilers. In Lecture Notes in Mechanical Engineering, Advances in Design, Simulation and Manufacturing IV, Proceedings of the 4th International Conference on Design, Simulation, Manufacturing: The Innovation Exchange, DSMIE-2021, Lviv, Ukraine, 8–11 June 2021; Ivanov, V., Pavlenko, I., Liaposhchenko, O., Machado, J., Edl, M., Eds.; Springer: Cham, Switzerland, 2021; Volume 2, pp. 339–348. [Google Scholar] [CrossRef]
  38. Yang, Z.; Kornienko, V.; Radchenko, M.; Radchenko, A.; Radchenko, R.; Pavlenko, A. Capture of pollutants from exhaust gases by low-temperature heating surfaces. Energies 2021, 15, 120. [Google Scholar] [CrossRef]
  39. Kruzel, M.; Bohdal, T.; Dutkowski, K.; Radchenko, M. The effect of microencapsulated PCM slurry coolant on the efficiency of a shell and tube heat exchanger. Energies 2022, 15, 5142. [Google Scholar] [CrossRef]
  40. Korze’n, A.; Taler, D. Modeling of transient response of a plate fin and tube heat exchanger. Int. J. Therm. Sci. 2015, 92, 188–198. [Google Scholar] [CrossRef]
  41. Konovalov, D.; Kobalava, H.; Maksymov, V.; Radchenko, R.; Avdeev, M. Experimental research of the excessive water injection effect on resistances in the flow part of a low-flow aerothermopressor. In Lecture Notes in Mechanical Engineering, Advances in Design, Simulation and Manufacturing III, Proceedings of the 3rd International Conference on Design, Simulation, Manufacturing: The Innovation Exchange, DSMIE-2020, Kharkiv, Ukraine, 9–12 June 2020; Ivanov, V., Pavlenko, I., Liaposhchenko, O., Machado, J., Edl, M., Eds.; Springer: Cham, Switzerland, 2020; pp. 292–301. [Google Scholar] [CrossRef]
  42. Mikielewicz, D.; Klugmann, M.; Wajs, J. Flow boiling intensification in minichannels by means of mechanical flow turbulising inserts. Int. J. Therm. Sci. 2013, 65, 79–91. [Google Scholar] [CrossRef]
  43. Kruzel, M.; Bohdal, T.; Dutkowski, K.; Kuczyński, W.; Chliszcz, K. Current research trends in the process of condensation of cooling zeotropic mixtures in compact condensers. Energies 2022, 15, 2241. [Google Scholar] [CrossRef]
  44. Bohdal, T.; Sikora, M.; Widomska, K.; Radchenko, A.M. Investigation of flow structures during HFE-7100 refrigerant condensation. Arch. Thermodyn. 2015, 36, 25–34. [Google Scholar] [CrossRef] [Green Version]
  45. Chaker, M.; Meher-Homji, C.B. Inlet fogging of gas turbine engines: Climatic analysis of gas turbine evaporative cooling potential of international locations. In Proceedings of the ASME TURBO EXPO, Amsterdam, The Netherlands, 3–6 June 2002. GT-2002-30559. [Google Scholar] [CrossRef]
  46. Coskun, C. A novel approach to degree-hour calculation: Indoor and outdoor reference temperature based degree-hour calculation. Energy 2010, 35, 2455–2460. [Google Scholar] [CrossRef]
  47. Oktay, Z.; Coskun, C.; Dincer, I. A new approach for predicting cooling degree-hours and energy requirements in buildings. Energy 2011, 36, 4855–4863. [Google Scholar] [CrossRef]
  48. Coskun, C.; Demiral, D.; Ertürk, M.; Oktay, Z. Modified Degree-Hour Calculation Method. In Solar Power; Rugescu, R., Ed.; InTech: London, UK, 2012; pp. 55–62. [Google Scholar]
  49. Liang, X.; He, G.; Zhou, S.; Hao, Z.; Cai, D. Absorption characteristics of NH3/NASCN working pair in an adiabatic absorber with structured packing. Appl. Therm. Eng. 2021, 185, 116325. [Google Scholar] [CrossRef]
  50. Al-Tahaineh, H.A. Cooling of compressor air inlet of a gas turbine power plant using ammonia-water vapor absorption system. Int. J. Energy Eng. 2013, 3, 267–271. [Google Scholar]
  51. Lucia, U. Adsorber efficiency in adsorbtion refrigeration. Renew. Sustain. Energy Rev. 2013, 20, 570–575. [Google Scholar] [CrossRef]
  52. Sur, A.; Das, R.K.; Sah, R. Influence of initial bed temperature on bed performance of an adsorption refrigeration system. Therm. Sci. 2018, 22, 2583–2595. [Google Scholar] [CrossRef]
  53. Kavvadias, K.; Tosios, A.; Maroulis, Z. Design of a combined heating, cooling and power system: Sizing, operation strategy selection and parametric analysis. Energy Convers. Manag. 2010, 51, 833–845. [Google Scholar] [CrossRef]
  54. Radchenko, N.; Trushliakov, E.; Tsoy, A.; Shchesiuk, O. Methods to determine a design cooling capacity of ambient air conditioning systems in climatic conditions of Ukraine and Kazakhstan. AIP Conf. Proc. 2020, 2285, 030074. [Google Scholar] [CrossRef]
  55. Radchenko, N.; Tsoy, A.; Mikielewicz, D.; Kantor, S.; Tkachenko, V. Improving the efficiency of railway conditioners in actual climatic conditions of operation. AIP Conf. Proc. 2020, 2285, 030072. [Google Scholar] [CrossRef]
  56. Zhao, P.; Suryanarayanan, S.; Simoes, M.G. An Energy Management System for Building Structures Using a Multi-Agent Decision-Making Control Methodology. IEEE Trans. Ind. Appl. 2013, 49, 322–330. [Google Scholar] [CrossRef]
  57. Fumo, N.; Mago, P.J.; Smith, A. Analysis of combined cooling, heating, and power systems operating following the electric load and following the thermal load strategies with no electricity export. Proc. Inst. Mech. Eng. Part A J. Power Energy 2011, 225, 1016–1025. [Google Scholar] [CrossRef]
  58. Rodriguez-Aumente, P.A.; Rodriguez-Hidalgo, M.C.; Nogueira, J.I.; Lecuona, A.; Veneg, M.C. District heating and cooling for business buildings in Madrid. Appl. Therm. Eng. 2013, 50, 1496–1503. [Google Scholar] [CrossRef]
  59. Suamir, I.N.; Tassou, S.A. Performance evaluation of integrated trigeneration and CO2 refrigeration systems. Appl. Therm. Eng. 2013, 50, 1487–1495. [Google Scholar] [CrossRef]
  60. Ortiga, J.; Bruno, J.C.; Coronas, A. Operational optimization of a complex trigeneration system connected to a district heating and cooling network. Appl. Therm. Eng. 2013, 50, 1536–1542. [Google Scholar] [CrossRef]
  61. Cardona, E.; Piacentino, A. A methodology for sizing a trigeneration plant in mediterranean areas. Appl. Therm. Eng. 2003, 23, 1665–1680. [Google Scholar] [CrossRef]
  62. Freschi, F.; Giaccone, L.; Lazzeroni, P.; Repetto, M. Economic and environmental analysis of a trigeneration system for food-industry: A case study. Appl. Energy 2013, 107, 157–172. [Google Scholar] [CrossRef]
  63. Carvalho, M.; Lozano, M.A.; Serra, L.M. Multicriteria synthesis of trigeneration systems considering economic and environmental aspects. Appl. Energy 2012, 91, 245–254. [Google Scholar] [CrossRef]
  64. Geldermann, J.; Rentz, O. Multi-criteria analysis for the assessment of environmentally relevant installations. J. Ind. Ecol. 2020, 9, 127–142. [Google Scholar] [CrossRef]
  65. Forsyth, J.L. Gas turbine inlet air chilling for LNG. In IGT Int. Liq. Nat. Gas Conf. Proc. 2013, 3, 1763–1778. [Google Scholar]
  66. Kalhori, S.B.; Rabiei, H.; Mansoori, Z. Mashad trigeneration potential—An opportunity for CO2 abatement in Iran. Energy Convers. Manag. 2012, 60, 106–114. [Google Scholar] [CrossRef]
  67. METEOMANZ. Available online: https://meteomanz.com (accessed on 21 December 2021).
Sustainability 14 15058 g001 550
Figure 1. A scheme of EIAC system with ECh transforming the exhaust gas heat: T and C—turbine and compressor of engine turbocharger; Exh.SB—exhaust steam boiler; SC-G—steam condenser-generator of ECh; SAC—compressed scavenge air cooler; E-AC — evaporator of the refrigerant-air cooler; Con — condenser; Ej—ejector; EV — expansion (throttling) valve; P—pump; DC—droplet catcher; Con-t—water condensate; HC—heat consumer, Ac—feed water accumulator; SS —separator of steam.
Figure 1. A scheme of EIAC system with ECh transforming the exhaust gas heat: T and C—turbine and compressor of engine turbocharger; Exh.SB—exhaust steam boiler; SC-G—steam condenser-generator of ECh; SAC—compressed scavenge air cooler; E-AC — evaporator of the refrigerant-air cooler; Con — condenser; Ej—ejector; EV — expansion (throttling) valve; P—pump; DC—droplet catcher; Con-t—water condensate; HC—heat consumer, Ac—feed water accumulator; SS —separator of steam.
Sustainability 14 15058 g001
Sustainability 14 15058 g002 550
Figure 2. Changes in temperature tamb and relative humidity φamb of ambient air along the route Odesa-Yokogama (1–27 July 2019).
Figure 2. Changes in temperature tamb and relative humidity φamb of ambient air along the route Odesa-Yokogama (1–27 July 2019).
Sustainability 14 15058 g002
Sustainability 14 15058 g003 550
Figure 3. Changes in temperatures ta.in of air at the inlet of air cooler, real values of temperature drop Δta in ECh and its potential values Δta15 when cooling to 15 °C in response to ambient air temperatures tamb along the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Figure 3. Changes in temperatures ta.in of air at the inlet of air cooler, real values of temperature drop Δta in ECh and its potential values Δta15 when cooling to 15 °C in response to ambient air temperatures tamb along the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Sustainability 14 15058 g003
Sustainability 14 15058 g004 550
Figure 4. Actual real cooling capacities Q0 according to exhaust gas heat transformed in ECh with COP = 0.35 and required capacities Q0.15 for cooling engine-sucked air to 15 °C, corresponding real values of temperature drop Δta and its potential values Δta15 for 15 °C on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Figure 4. Actual real cooling capacities Q0 according to exhaust gas heat transformed in ECh with COP = 0.35 and required capacities Q0.15 for cooling engine-sucked air to 15 °C, corresponding real values of temperature drop Δta and its potential values Δta15 for 15 °C on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Sustainability 14 15058 g004
Sustainability 14 15058 g005 550
Figure 5. The values of exhaust gas heat Qh and required heat Qh(0.35) for cooling engine-sucked air to 15 °C in ECh with COP = 0.35 on the route Odesa-Yokogama: (a) – air sucked from the engine room, ta.in = tamb + 10 °C; (b)– ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Figure 5. The values of exhaust gas heat Qh and required heat Qh(0.35) for cooling engine-sucked air to 15 °C in ECh with COP = 0.35 on the route Odesa-Yokogama: (a) – air sucked from the engine room, ta.in = tamb + 10 °C; (b)– ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Sustainability 14 15058 g005
Sustainability 14 15058 g006 550
Figure 6. Actual real available values of CDH, corresponding to air temperature drop Δta in ECh, and specific fuel reduction Δbe, real summary ΣCDH and absolute summarized values of fuel reduction ΣBf on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Figure 6. Actual real available values of CDH, corresponding to air temperature drop Δta in ECh, and specific fuel reduction Δbe, real summary ΣCDH and absolute summarized values of fuel reduction ΣBf on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Sustainability 14 15058 g006
Sustainability 14 15058 g007 550
Figure 7. Current values CDH15, corresponding to temperature drop Δta15 needed for cooling air to 15 °C, and their summarized potential values ΣCDH15, corresponding potential specific fuel reduction Δbe15 and absolute summarized values of fuel reduction ΣBf15 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Figure 7. Current values CDH15, corresponding to temperature drop Δta15 needed for cooling air to 15 °C, and their summarized potential values ΣCDH15, corresponding potential specific fuel reduction Δbe15 and absolute summarized values of fuel reduction ΣBf15 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Sustainability 14 15058 g007
Sustainability 14 15058 g008 550
Figure 8. Actual real specific fuel consumptions Δbe and their potential values Δbe15 due to sucked air cooling to 15 °C, corresponding summary values ΣBf and ΣBf15 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Figure 8. Actual real specific fuel consumptions Δbe and their potential values Δbe15 due to sucked air cooling to 15 °C, corresponding summary values ΣBf and ΣBf15 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C.
Sustainability 14 15058 g008
Sustainability 14 15058 g009 550
Figure 9. Actual values of ungained (deficit) current specific fuel reduction Δbe.def and summary total fuel reduction ΣBf.def, as well as real summary total fuel reduction ΣBf and its potential value ΣBf15 when cooling air to 15 °C on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δbe.def = |Δbe − Δbe.15|; ΣBf.def = |ΣBf − ΣBf15|.
Figure 9. Actual values of ungained (deficit) current specific fuel reduction Δbe.def and summary total fuel reduction ΣBf.def, as well as real summary total fuel reduction ΣBf and its potential value ΣBf15 when cooling air to 15 °C on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δbe.def = |Δbe − Δbe.15|; ΣBf.def = |ΣBf − ΣBf15|.
Sustainability 14 15058 g009
Sustainability 14 15058 g010 550
Figure 10. The values of available exhaust gas heat Qh, and cooling capacities Q0.15 are required for cooling sucked air to 15 °C and the values of COP needed for cooling sucked air to 15 °C by transforming the exhaust gas heat Qh on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C; COP = Q0.15 /Qh.
Figure 10. The values of available exhaust gas heat Qh, and cooling capacities Q0.15 are required for cooling sucked air to 15 °C and the values of COP needed for cooling sucked air to 15 °C by transforming the exhaust gas heat Qh on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C; COP = Q0.15 /Qh.
Sustainability 14 15058 g010
Sustainability 14 15058 g011 550
Figure 11. The values of cooling capacities Q0.15 needed for cooling sucked air to 15 °C, cooling capacities Q0(0.35), Q0(0.4), and Q0(0.5) gained by transforming the exhaust gas heat Qh with COP = 0.35 (in ECh) and COP = 0.4 and 0.5 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C; COP= Q0.15 /Qh.
Figure 11. The values of cooling capacities Q0.15 needed for cooling sucked air to 15 °C, cooling capacities Q0(0.35), Q0(0.4), and Q0(0.5) gained by transforming the exhaust gas heat Qh with COP = 0.35 (in ECh) and COP = 0.4 and 0.5 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C; COP= Q0.15 /Qh.
Sustainability 14 15058 g011
Sustainability 14 15058 g012 550
Figure 12. The values of exhaust gas heat Qh transformed with COP = 0.35 (in ECh) to available cooling capacities Q0(0.35), the heat Qh(0.35) needed for cooling engine-sucked air to 15 °C in ECh with COP = 0.35 and cooling capacities Q0.15, as well as the values of heat Qh(0.4) and Qh(0.5) needed for cooling sucked air to 15 °C in the chillers with COP = 0.4 and 0.5 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C; COP = Q0.15/Qh.
Figure 12. The values of exhaust gas heat Qh transformed with COP = 0.35 (in ECh) to available cooling capacities Q0(0.35), the heat Qh(0.35) needed for cooling engine-sucked air to 15 °C in ECh with COP = 0.35 and cooling capacities Q0.15, as well as the values of heat Qh(0.4) and Qh(0.5) needed for cooling sucked air to 15 °C in the chillers with COP = 0.4 and 0.5 on the route Odesa-Yokogama: (a)—air sucked from the engine room, ta.in = tamb + 10 °C; (b)—ambient air sucked through the air duct, ta.in = tamb + 5 °C; Δta15 = ta.in − 15 °C; COP = Q0.15/Qh.
Sustainability 14 15058 g012
Sustainability 14 15058 g013 550
Figure 13. The curve of the summary ΣCDH15 number for cooling engine-sucked air to 15 °C and the ratio ΣCDH15/q0 against the specific cooling capacity q0 on the route Odesa-Yokogama (1–27 July 2019).
Figure 13. The curve of the summary ΣCDH15 number for cooling engine-sucked air to 15 °C and the ratio ΣCDH15/q0 against the specific cooling capacity q0 on the route Odesa-Yokogama (1–27 July 2019).
Sustainability 14 15058 g013
Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations.

Share and Cite

MDPI and ACS Style

Yang, Z.; Radchenko, R.; Radchenko, M.; Radchenko, A.; Kornienko, V. Cooling Potential of Ship Engine Intake Air Cooling and Its Realization on the Route Line. Sustainability 2022, 14, 15058. https://doi.org/10.3390/su142215058

AMA Style

Yang Z, Radchenko R, Radchenko M, Radchenko A, Kornienko V. Cooling Potential of Ship Engine Intake Air Cooling and Its Realization on the Route Line. Sustainability. 2022; 14(22):15058. https://doi.org/10.3390/su142215058

Chicago/Turabian Style

Yang, Zongming, Roman Radchenko, Mykola Radchenko, Andrii Radchenko, and Victoria Kornienko. 2022. "Cooling Potential of Ship Engine Intake Air Cooling and Its Realization on the Route Line" Sustainability 14, no. 22: 15058. https://doi.org/10.3390/su142215058

Note that from the first issue of 2016, this journal uses article numbers instead of page numbers. See further details here.

Article Metrics

Back to TopTop