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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