Abstract
Maritime transport is facing a significant set of technical challenges due to planned by the International Maritime Organization implementation of ecological criterions on 01 January 2020 and 2021 regarding the emission of sulphur oxides, carbon dioxide and nitrogen oxides. The advantageous properties of natural gas (NG) as fuel in conjunction with dual fuel (DF) internal combustion (IC) engines potentially enables the fulfilment of all planned criterions. However, if the methane emission of DF IC is taken into consideration in CO2 emission balance it completely devaluates the advantages arising from high hydrogen to carbon ratio of NG. On the other hand, the planned global sulphur cap in combination with its low content in NG potentially enables to recover higher rates of waste heat and exergy of combustion products without the risk of low temperature corrosion (compared to liquid fuel). In this study the influence of sulphur content in NG and pilot fuel on the sulphuric acid condensation temperature was investigated in order to determine the rate of waste heat (quantity) and exergy (quality) of four stroke DF IC engine combustion products. In ideal process scenario (exergy based) the methane slip effect compensation was achieved only for a 0,5 engine load.
Highlights
The decision made by the International Maritime Organization (IMO) on the simultaneous implementation of regulations on 01 January 2020 regarding the global sulphur content in marine fuel and the energy efficiency of ships poses a new, complex set of problems for maritime transport
The reason to consider the possibility of reducing the methane slip effect by increasing the rate of recovered waste heat of dual-fuel engine exhaust were the following observations: − possibility of significant reduction of the minimum exhaust gas temperature due to the insignificant sulphur content in LNG [9, 10], − higher temperatures of natural gas exhaust in the turbocharger outlet section than liquid fuel exhaust temperatures [2], − the possibility of utilizing waste heat at low temperatures in cycles with an organic working medium [3, 8, 9, 10], − evolution of Organic Rankine Cycle (ORC) marine WHRS, which is proved by the physical implementation of such a system described in [11]
That is why this study considers the influence of sulphur content in LNG and pilot fuel on: a) the sulphuric acid condensation temperature, b) amount of available exhaust waste heat, c) exergy of combustion products, d) the potential to compensate the methane slip effect
Summary
The decision made by the International Maritime Organization (IMO) on the simultaneous implementation of regulations on 01 January 2020 regarding the global sulphur content in marine fuel and the energy efficiency of ships poses a new, complex set of problems for maritime transport. The reason to consider the possibility of reducing the methane slip effect by increasing the rate of recovered waste heat of dual-fuel engine exhaust were the following observations: − possibility of significant reduction of the minimum exhaust gas temperature due to the insignificant sulphur content in LNG [9, 10], − higher temperatures of natural gas exhaust in the turbocharger outlet section than liquid fuel exhaust temperatures [2], − the possibility of utilizing waste heat at low temperatures in cycles with an organic working medium [3, 8, 9, 10], − evolution of Organic Rankine Cycle (ORC) marine WHRS, which is proved by the physical implementation of such a system described in [11]. That is why this study considers the influence of sulphur content in LNG and pilot fuel on: a) the sulphuric acid condensation temperature, b) amount of available exhaust waste heat (quantity), c) exergy of combustion products (quality), d) the potential to compensate the methane slip effect
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