Gas Turbine Copropulsion Power for Eco Tourism Vessel [1]

8/8/2019 Gas Turbine Copropulsion Power for Eco Tourism Vessel [1]

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FACULTY OF MARINE SCIENCE AND MARITIMETECHNOLOGY

DEPARTMENT OF MARITIME TECHNOLOGY

Ocean of Discovery


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O

MODELING OF GAS TURBINE CO-PROPULSION ENGINE TO

ECOTOURISM VESSEL FOR IMPROVEMENT OF THE SAILINGSPEED

Sulaiman1, O.S. Han2

Ocean of Discovery


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i. INTRODUCTION

ii. LITERATURE REVIEW

iii. STUDY PROCESS

iv. RESULT &DISCUSSION

v. CONCLUSION & RECOMMENDATION


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Energy , economic, ecology, environment, weight, safety, security and environmentremain driving force for technology development to satisfy consumers and improve

quality of life.Water transportation is very important in ocean state like Malaysia - >The fast ferryservices is important transport connecting Tioman island from the mainland.Current existing fast ferry can sail only up to 20knots. Passenger ferry that capableto sail up to 40knots is useful for the rescue operation and others emergency delivery.This presentation present outcome of modeling gas turbine co propulsion engine to

improve sailing speed for ecotourism vessel to 40 knots. Relationship betweenenergy parameter like , thermodynamic properties, thermal efficiency, pressure ratioand the specific heat ratio are presented and decision support for selection of suitablepower rating of gas turbine as co-propulsion engine for ecotourism vessel is modeled.The case consideration - vessel from fast ferry company, Blue water express locatedat Mersing Johor. The vessel have a regular routine sailing in between Mersing jetty

to Tioman Island. GA and engine parameters are used for the model.Fuel consumption saving analyzed proper power selection at desired and optimumspeed is deduced.Incorporation of power swtching redundancy that allow the Vessel to run at 20knots,an economy speed under normal condition by using Diesel engine and capable toswitch manually to 40knots, high speed sailing using gas turbine under emergencycase.


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CONCEPT AND

REFFERENCES

CITATION

Thermodynamic optimization of

the reheat chemically

recuperated gas turbine.

Roberto Carapellucci, Adriano Milazzo,

Department of Engineering University of

LAquila, Italy

Diesel cycle, simple cycle of gas

turbine, regeneration of gasturbine

Thermodynamic(six edition)Yunus A Cengel,

University of Nevada,Reno

The Modelling of gas turbine Gas turbine (third edition) Engineering

Handbook

REVIEW OF PREVIOUS WORK:

0

1

2

3

4

5

6

GTE DFD SSD

NOx

SOx

CO

CO2/100

Prof. Frankel- MIT


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Baseline Study

Data collection on

fast ferry companyBLUE WATER

EXPRESS)

Modeling of energytheory, propertiesand performances

of gas turbine

Determine the feasibility of implement

gas turbine according thermalefficiency and fuel consumption.

Selection of suitable power rating gasturbine engine for the vessel

Validation on the result of the research

Recommendation

Survey topassenger Ship -Blue water

expressopinionon existing ferry.Collection dataandquestionnaire forthe crews

operate

Study onproperties andperformances ofgas turbine anddiesel engine fuelconsumption

Determined the feasibility of implement gas turbine as co-propulsionengine to passenger ferry by applying the relevant energy equation andthermodynamic parameters for gas turbine and diesel engine andrequired optimum efficienc for the h brid s stem.


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Fleet of blue water

express ferryLocation: Mersingjetty

Vessel Used of the Study


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GENERAL ARRANGEMENTPLAN ( Ga )


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GENERAL ARRANGEMENTPLAN ( Ga )


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1 Length overall 23.7m

2 beam 5.20m

3 draft 2.20m

4 Hull types: Single hull

5Materials Fiber class

6

Detail of lighting

system

12fluerecent light(45watt),12 others

light bulb(24watt)

7

Number of pump

required

6 batt pump,1 electrical pump,2

mechanical pump(ramp pump)

8

Vessel average

sailing speed 20knots

9

DWT(base on

dimension) 271.2tonnes

Ships Particulars

Categories Weight estimation

Weight of

cargoes

1 tonnes

Diesel fuel 600 litres,0.51 tonnes

Fresh water 0.1 tonnes

Ballast

water

-

Provisions 0.5 tonnes

Passangers 100persons, 7tonnes

Crews 7persons, 0.5tonnes

Estimated Load On Ship


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ENGINE DETAILS: DESCRIPTION:

1 Engine model: KTA-M4 Marine propulsion engine

2 Engine types: IN-LINE, 6 CYLINDER, 4 STROKE DIESEL

3 Bore&stroke: 159 mm x 159 mm (6.25 in x 6.25 in)

4 Displacement: 19 L (1150 in3)

5 Rotational direction: COUNTERCLOCKWISE FACING FLYWHEEL

6 Aspiration: TURBOCHARGED/AFTERCOOLED

7 Fuel consmption 135.1 (35.7)Rated. 94.6 (25.0)ISO

8

Number of engine

used: 2pcs

9 Rating defination: HEAVY DUTY

10 Emission : IMO STANDARD

11

Engine

rotation(RPM) : 2100revolution per second

12 Power rating: 522kW

Propulsion Engine Particulars

Prime-mover: Cummin's B family

Model: 3BTA3.9.G2

Low idle rpm 750rpm

Valve: Lash cold

Firing order: 1,3,4,2

Gross power

produces: 50kW at 1500rpm

Generator Details


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Three types of propulsion engineconsidered:-Diesel engine,-simple cycle gas turbine and-regeneration gas turbine.

Compression Ignition Diesel Engine


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Gas Turbine Engine Cycle


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Gas Turbine Engine Cycle


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The performance and thermal efficiency of each propulsion engine areplotted using Math lab M-code

Ensure the system input are similar in dimension and in somecase, normalization can be performed.

Equation for the three general propulsion engine selected as below:

Types of co-propulsion engine Thermal efficiency equation

Diesel engine

Simple cycle Gas turbine

Regeneration gas turbine

( 1)/ ,

11 k k

pth bryton rn

, 111

1 [ ]1

k

cth diesel k

c

rn

r k r

( 1))1

,

3

1 ( )( )k k

th regen p

Tn r

T

Governing Equation


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, 111

1 [ ]1

k

c

th diesel kc

r

n r k r

k=1.4;

r=[2:2:24];

rco=2;

a=r.^(k-1);

b=(rco^k)-1;

c=k*(rco-1);

e=b./(a*c);

nD=1-e;

plot(r,nD,'red');

legend('at k=1.4');

xlabel('compress ratio,r');

ylabel('Dieselefficiency,nD');

title('thermal efficiency vs comprssion ratio');

Diesel Engine


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( 1)/ ,

11

k kp

th bryton rn

k=1.4;

r=[1:2:50];t=0.5;

x=(k-1)/k;

nR=1-t*(r.^x);

plot(r,nR,'black');

xlabel('pressure ratio,r');

ylabel('Thermalefficiency,n');

legend(regen turbine at

k=1.4);

title(regen gas turbine

thermal efficiency);

k=1.4;

rp=[1:2:24];

x=(k-1)/k;

nB=1-rp.^-x

plot(rp,nB,'magenta');

xlabel('pressure ratio,rp');

ylabel('Thermal efficiency,nB');

legend('at k=1.4');

title('Thermal efficiency of gas turbine vs

pressure ratio');

( 1))1

,

3

1 ( )( )k k

th regen p

Tn r

T

Regeneration Gas Turbine

Simple Cycle Gas Turbine Engine


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Types of power Simplified Formula

Effective horsepower (EHP)

EHP=RV Effective horse power required totow a hull without a propeller.

Thrust horsepower

(THP)

Thrust horsepower is power

delivered by propeller to the water

Delivered

Horsepower

Delivered horsepower (DHP) is the

power that is delivered by the shaft

to the propeller.

Shaft horsepower Shaft horse power is the power

delivered by engine to the shaftafter gearing and thrust bearing.

Brake horse power The power delivered by the prime

mover at its connection flange is

called brake horsepower.

THP T V

P

THPDHP

n

B S M

DHP DHPSHP

n n n

G

SHPBHP

n

Ship Power Requirement


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The relation between fuel consumption graph versus brakehorsepower are represented by:

And,

Fuel consumption is computed from :

brakehorsepower pressureratio

pressureratio thermalefficiency

3415

th

BtuFuel consumption net heating value

n

Fuel consumption Analysis


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Propulsion System Arrangement


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RESULT

&DISCUSSION


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Original Engine Room Arrangement


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New Engine Room Arrangement


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Diesel Engine Thermal Efficiency


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Simple Cycle Gas Turbine EngineThermal Efficiency


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Regeneration Cycle Gas Turbine EngineThermal Efficiency


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Diesel Engine, simple Cycle AND REGENERATION Gas TurbineEngine Thermal Efficiency

At the early state of the curve, gas turbine show steeper increment inthermal efficiency with the increasing pressure ratio. The performance ofgas turbine and diesel engine overlaps at pressure ratio 5.the gas turbine with regeration is the ideal selection for the co-propulsion

engine because it shows high thermal efficiency in low pressure ratio.


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0

20000

40000

60000

80000

100000

120000

140000

160000

0 5 10 15 20 25 30 35 40

frictional resistance

resultant resistant

appendages resistance

total resistant

Variable Speed Versus Resistant

the resistances of the vessel differ at variable speed. Hence,numerical calculation on the power at various speeds is necessaryin order to ensure the vessel can sail at desired speed.


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0.000

1000.000

2000.000

3000.000

4000.000

5000.000

6000.000

7000.000

8000.000

0 5 10 15 20 25 30 35 40

effective horsepower

delivered horsepowershaft horsepowerbrake horsepower

Variable Speed Versus Power

The minimum BHP required for the co-propulsion engine is 1274.85hp.Therecommended horse power for co-propulsion to implement is 1300hp.- 10%margin of excess power .The regeneration gas turbine is selected after performed the analysis byplotting curve.

The exhaust gas released by regeneration gas turbine was retracted andused to reheat the compressed gas existing from the compressor.


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1274.853

0.000

1000.000

2000.000

3000.000

4000.0005000.000

6000.000

7000.000

8000.000

0 5 10 15 20 25 30 35 40

Brake horsepower vs Speed of vessel

Brake Horsepower Vs Speed Of Vessel


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Fuel Consumption

Fuel consumption rate versus estimated ratio for the diesel engine, simplecycle gas turbine, and regenerative gas turbine shows the similar trend.The regeneration gas turbine with the temperature ratio 0.3 showing a

moderate fuel spent over the power production.Hence, the regenerative gas turbine will be the ideal selection as co-propulsion engine among the others.


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The gas turbine operation can be improved by applied the regeneration cycle.

The temperature of exhaust gas leaving the turbine are higher than temperature

of the air leaving the compressor.

By leading the heat exhaust gaseous through the heat recuperator to preheat

the compressed air from compressor can improved thermal efficiency of gas

turbine.

Thermal Efficiency


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From the diagram shown, the gas turbine with regeneration is the ideal

selection for the co-propulsion engine because it shows high thermalefficiency in low pressure ratio.

Low pressure ratio carry significant information of low back ward ratio

and horse power of the engine.

Thermal Efficiency

C i f lt


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Comparison of resultThermal Efficiency

C i f R lt


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The minimum power required to propel the vessel first modeled.Assumption is made on the numbers of crews, weight of luggage

and cargoes carried to estimate the dead weight tonnes of the

vesselused for the case study.

The brake horse power obtained from the modeling variable

speed are shown in the table below:

Description Theoritical calculation Engine applied onboard ship

Value (HP) 1274.85hp 1400hp

Value (kW) 950.66kW 1043.98kW

Comparison of ResultPower


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0

50

100

150

200

250

300

350

400

450

500

diesel engine

simple gas turbine

According to a survey done by Meherwan P.Boyce in gas

turbine engineering handbook, the cost involved onimplementation of propulsion engine

0

0.002

0.004

0.006

0.008

0.01

0.012

1

average

O&M cost ofdiesel engine

AverageO&M cost forsimple gasturbineengine

Cost Benefit Analysis

Fi di


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Relationship of rpm and Torque represented by:

The ideal speed of sailing relationship to cavitations, fuelconsumption and optimum speed of vesselThe diesel engine are more suitable for heavy duty task, while

the gas turbine will more suitable for light ship sailing.The minimum power required for the co-propulsion engine is

1274.85.

The recommended horse power for co-propulsion to implement is

1300.That is 10% margin of power excess to suit the speed of vessel.

The regeneration gas turbine is conspired advantageous after the

incorporating and analyzing it in the model.

The exhaust gas release by regeneration gas turbine was retract and

used to reheat the compressed gas exit from compressor.

*

5252

rpm torque

hp

Finding


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CONCLUSION

The model involved design option to improvethe speed of vessel up to 40 knots withminimum fuel consumption.

The feasibility of gas turbine as co-propulsionengine relate the performances of the gasturbine to the thermal efficiency and fuelconsumption.

Implementation of gas turbine co propulsionplant with existing diesel can improve speedof for ecotourism vessel.

O f Di


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Thank You

Ocean of Discovery

Gas Turbine Copropulsion Power for Eco Tourism Vessel [1]

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