International Scientific Journals
of Scientific Technical Union of Mechanical Engineering "Industry 4.0"

This paper present analysis of energy flow streams through the main steam turbine (the turbine is used for commercial LNG carrier propulsion) at three different loads. An increase in the propulsion plant (and proportionally increase in the main turbine) load resulted with an increase in energy flow streams and with an increase in the amount of water droplets inside steam at the main turbine outlet. Analyzed turbine has three steam extractions which opening as well as the amount of energy flow stream delivered through each extraction, significantly differs at various loads. The analysis shows that the highest energy flow stream consumers from the main turbine are deaerator and high pressure feed water heating system.

Previous work has determined the ability of using the Multilayer Perceptron (MLP) type of Artificial Neural Network (ANN) to estimate the power output of a Combined Cycle Power Plant (CCPP) in which optimization did not focus on the solver parameter optimization. In previous work, the solvers used the default parameters. Possibility exists that optimizing solver parameters will net better results. Two solver algorithm’s parameters are optimized: Stochastic Gradient Descent (SGD) and Adam, with 140 and 720 parameter combinations respectively. Solutions are estimated through the use of Root Mean Square Error (RMSE). Lowest RMSE achieved is 4.275 [MW] for SGD and 4.259 [MW] for Adam, achieved with parameters: = 0.05, = 0.02, and nesterov=True for SGD and with parameters = 0.001, 1 = 0.95, 2 = 0.99, and amsgrad=False for Adam. Only a slight improvement is shown in comparison to previous results (RMSE=4.305 [MW]) which points towards the fact that solver parameter optimization with the goal of improving results does not justify the extra time taken for training.

The paper presents numerical analysis of in-cylinder pressure and temperature change for naturally aspirated gasoline engine and two of its upgrades – upgrade with turbocharger only and upgrade with turbocharger along with air cooler. Numerical analysis was performed with 0D (zero-dimensional) numerical model. In-cylinder temperatures, for each engine rotational speed, are the highest for engine upgraded only with the turbocharger. The highest observed in-cylinder temperature of turbocharged engine was obtained at 5000 rpm and amounts 2542.4 °C. In-cylinder pressures are the highest for engine upgraded with turbocharger and air cooler for all rotational speeds except the highest one. The highest observed in-cylinder pressure of a turbocharged engine with air cooler was obtained at 5000 rpm and amounts 129.7 bars. Presented analysis showed that the selected air cooler can be improved at highest engine rotational speed.

The paper presents analysis of heat exchange and fuel consumption in the entire Marine Steam Generator (MSG) with steam reheating and in all of its components. Analysis is performed by using operating parameters from the steam generator exploitation. The highest heat amount transferred from combustion gases is used in the evaporator (48.17 % of the cumulative heat amount transferred in MSG). Proportionally, evaporator uses the highest fuel mass flow of 0.5172 kg/s when compared to other MSG components. In the high-pressure pipeline heat losses amounts 82.64 kW. Cumulative heat transferred from combustion gases to water/steam in all MSG components amounts 42048.47 kW. Cumulative water/steam specific entropy and temperature increase in the entire MSG is 4.5677 kJ/kg·K and 454.18 K, while the fuel mass flow in the entire MSG is equal to 1.0736 kg/s.

The paper presents an exergy analysis of pressure reduction valve mounted in the steam propulsion system on conventional LNG carrier. From exploitation are obtained that the valve pressure and temperature decrease become as higher as steam system load increases. Valve exergy power input and output decreases during the increase in steam system load, mostly because of the steam mass flow decrease. Steam system load increase in exploitation also causes a decrease in valve exergy destruction with a simultaneous decrease in valve exergy efficiency (from 68.42 % to 68.09 %). The ambient temperature variation showed that the valve exergy destruction is the lowest for the lowest observed ambient temperature, in any steam system load. The exergy efficiency of the pressure reduction valve is reverse proportional to valve exergy destruction. An increase in the ambient temperature for 10 °C causes a decrease in analyzed valve exergy efficiency for between 2.5 % and 3 %.

The paper presents numerical analysis of air after turbocharger cooling process and its influences on the gasoline engine operating parameters. Analysis was performed with numerical 0D (zero-dimensional) simulation model by using two sets of simulations – for gasoline turbocharged engine without air cooler and for the same engine with air cooler included. Between engine rotational speeds of 1000 rpm and 5000 rpm, air cooling process increases analyzed engine developed power and engine torque up to 20.67%, increases cylinder maximum pressure up to 17.03%, increases engine volumetric efficiency up to 23.65% and reduces brake specific fuel consumption up to 1.32% when compared with the same engine without air cooler. At the highest engine rotational speeds (between 5000 rpm and 6000 rpm) it was observed that selected air cooler does not offer the required and expected performance, so air cooling process in this engine operating area can and should be improved.

The paper presents a thermodynamic analysis of gas turbine with real open cycle. Gas turbine operates in combined heat and power (CHP) system. Analysis is provided by using measured operating parameters of operating mediums (air and combustion gases) in all required operating points. Cumulative real turbine developed power amounts 78611.63 kW. In the whole gas turbine process, the highest losses occur in combustion chambers during the heat supply process and amounts 13689.24 kW. Turbine power losses are equal to 7976.22 kW, while the turbo-compressor power losses amounts 4774.24 kW. While taking into account all analyzed gas turbine components, the highest efficiency of 90.79% has turbine, followed by combustion chambers which efficiency is equal to 89.01%. Turbo-compressor efficiency amounts 88.59% and the whole gas turbine cycle has efficiency equal to 33.15%.

The paper presents a thermodynamic analysis of gas turbine with real open cycle. Gas turbine operates in combined heat and power (CHP) system. Analysis is provided by using measured operating parameters of operating mediums (air and combustion gases) in all required operating points. Cumulative real turbine developed power amounts 78611.63 kW. In the whole gas turbine process, the highest losses occur in combustion chambers during the heat supply process and amounts 13689.24 kW. Turbine power losses are equal to 7976.22 kW, while the turbo-compressor power losses amounts 4774.24 kW. While taking into account all analyzed gas turbine components, the highest efficiency of 90.79% has turbine, followed by combustion chambers which efficiency is equal to 89.01%. Turbo-compressor efficiency amounts 88.59% and the whole gas turbine cycle has efficiency equal to 33.15%.

Developed power variation of turbo-generator (TG) steam turbine allows insight into the change of turbine energy efficiency and energy power losses. Measurements were performed in five different TG steam turbine operating points and analysis is presented in three randomly selected operating points. Turbine developed power was varied from 500 kW until the maximum power of 3850 kW in steps of 100 kW. Turbine energy efficiency increases from 500 kW to 2700 kW and maximum energy efficiency was obtained at 70.13 % of maximum turbine power (at 2700 kW) in each operating point. From 2700 kW until the maximum of 3850 kW, TG turbine energy efficiency decreases. Change in TG turbine energy efficiency is caused by an uneven intensity of increase in turbine power and steam mass flow. For all observed operating points, energy efficiency during turbine exploitation is approximately 10 % or more lower than the maximum obtained one. A continuous increase in turbine energy power losses during the developed turbine power increase are the most influenced by the continuous increase in steam mass flow through the turbine.

The paper presents analysis of industrial gas turbine and its upgrade with heat regenerator. Based on a gas turbine operational data from a thermal power plant (base process) it was investigated advantages and disadvantages of heat regenerator implementation in the gas turbine process. Regenerator efficiencies were varied between 75% and 95%. Heat regenerator causes decrease of gas turbine fuel consumption up to 0.621 kg/s with a simultaneous increase in gas turbine process efficiency up to 10.52%. The main disadvantages of heat regenerator implementation are decrease in turbine cumulative and useful power along with decrease in the cumulative amount of heat released from the process.

The influences of liquid fuel temperature, pressure and injection rate on fuel contraction coefficient and Reynolds number during a fuel injection were investigated in this paper. Nozzle geometry parameters remained constant during the whole numerical analysis. Calculations were performed with a standard diesel fuel D2. Increase in liquid fuel temperature cause increase in fuel contraction coefficient. Fuel temperature increase resulted in a slight increase in contraction coefficient at low fuel pressures, while at high fuel pressures increase in fuel temperature causes significant increase in fuel contraction coefficient. Increase of fuel pressure resulted in a decrease in liquid fuel contraction coefficient, for every fuel injection rate and for every fuel temperature. Reynolds number increases with an increase in fuel temperature and also with an increase in fuel injection rate. The main goal of presented analysis is to be usable not only for one fuel injector and its nozzles, but for a large number of the fuel injectors and for many liquid fuels.

The paper presented a comparison of fuel costs between COGES and Diesel-electric propulsion systems for large conventional cruise ship. COGES propulsion system installed on the analyzed cruise ship saves ship’s space in comparison with Diesel-electric propulsion system. Diesel-electric propulsion system uses much more fuel for additional steam production and therefore, the additional fuel costs of this propulsion system are much higher in comparison with COGES system. Net profit of 50 additional cabins cannot compensate the difference in COGES system total annual fuel costs throughout the observed time period when compared to Diesel-electric propulsion system. The COGES propulsion system has much lower exhaust gas emissions in comparison with equivalent Diesel-electric system and therefore, in presented comparison, COGES could become profitable in the future if the emission regulations become more rigorous.