1.

INTRODUCTION

An internal combustion engine was a revolution in the engineering

concern of power development using fossil fuels. As the generations
pass by the reserve of the fossil fuels are depleting in the drastic manner
and the demand requirement for power generation is increasing. One of
the major international trades is promoted through sea borne trade. With
increase in consumption of fossil fuels there is also increase in the
amount of emissions also emitted into the environment. The IMO the
International Maritime Organization has set various parameter based
goals in achieving the net carbon zero emission and increase the energy
efficiency in operating the ships. One of the major revolutionary step in
looking forward to reduce the consumption of fossil fuel and in search of
alternative for conventional diesel oil is the development of dual fuel engines. In
that way the application of LPG as fuel in diesel engines is one of the challenging
program and involved elimination of various cumbersome process like handling
LNG fuels. For the ease of understanding the study further in the way of refreshing
some basic thermodynamics and automobile engineering concepts.

In the move towards energy efficiency and carbon index reduction the extraction of
the maximum available energy from the sources available is being the major
available option. In that concern the heat absorbed by the jacket cooling water
from a marine Diesel Engine is quit a big heat source that can be utilized. In this
study the heat extracted by cooling water from diesel engine is detailed.

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1.1. BASIC IC ENGINE COMBUSTION CYCLES

Thermodynamic cycle refers to any closed system that undergoes various changes
due to temperature, pressure, and volume, however, its final and initial state are
equal. This cycle is important as it allows for the continuous process of a moving
piston seen in heat engines and the expansion/compression of the working fluid
in refrigerators, for example. Without the cyclical process, a car wouldn't be able to
continuously move when fuel is added, or a refrigerator would not be able to stay
cold. Visually, any thermodynamic cycle will appear as a closed loop on a pressure
volume diagram.

The IC Engines are designed based on some basic thermodynamic cycles. Those
cycles are:

1. OTTO CYCLE

2. DIESEL CYCLE

3. DUAL CYCLE

1.1.1 OTTO CYCLE

The Otto cycle consists of isentropic compression, heat addition at constant

volume, isentropic expansion, and rejection of heat at constant volume. In the case
of a four-stroke Otto cycle, technically there are two additional processes: one for
the exhaust of waste heat and combustion products at constant pressure (isobaric),
and one for the intake of cool oxygen-rich air also at constant pressure; however,
these are often omitted in a simplified analysis. Even though those two processes
are critical to the functioning of a real engine, wherein the details of heat transfer
and combustion chemistry are relevant, for the simplified analysis of the
thermodynamic cycle, it is more convenient to assume that all of the waste-heat is
removed during a single volume change.

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The processes are described by

 Process 0–1 a mass of air is drawn into piston/cylinder arrangement at constant

pressure.

 Process 1–2 is an adiabatic (isentropic) compression of the charge as the

piston moves from bottom dead center (BDC) to top dead center (TDC).
 Process 2–3 is a constant-volume heat transfer to the working gas from an
external source while the piston is at top dead center. This process is intended
to represent the ignition of the fuel-air mixture and the subsequent rapid
burning.
 Process 3–4 is an adiabatic (isentropic) expansion (power stroke).
 Process 4–1 completes the cycle by a constant-volume process in which heat
is rejected from the air while the piston is at bottom dead center.

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 Process 1–0 the mass of air is released to the atmosphere in a constant
pressure process.

1.1.2 DIESEL CYCLE

The Diesel cycle is a combustion process of a reciprocating internal combustion

engine. In it, fuel is ignited by heat generated during the compression of air in the
combustion chamber, into which fuel is then injected.This is in contrast to igniting
the fuel-air mixture with a spark plug as in the Otto cycle (four-stroke/petrol)
engine. Diesel engines are used in automobiles, power generation, diesel–
electric locomotives, and both surface ships and submarines. The Diesel cycle is
assumed to have constant pressure during the initial part of the combustion phase
( to in the diagram, below). This is an idealized mathematical model: real physical
diesels do have an increase in pressure during this period, but it is less pronounced
than in the Otto cycle. In contrast, the idealized Otto cycle of a gasoline
engine approximates a constant volume process during that phase.

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The image shows a p-V diagram for the ideal Diesel cycle;

where is pressure and V the volume or the specific volume if the process is
placed on a unit mass basis. The idealized Diesel cycle assumes an ideal gas and
ignores combustion chemistry, exhaust- and recharge procedures and simply
follows four distinct processes:

 1→2 : isentropic compression of the fluid (blue)

 2→3 : constant pressure heating (red)
 3→4 : isentropic expansion (yellow)
 4→1 : constant volume cooling (green)

1.1.3 DUAL CYCLE

The dual combustion cycle (also known as the mixed cycle) is a thermal cycle
that is a combination of the Otto cycle and the Diesel cycle, first introduced by
Russian-German engineer Gustav Trinkler, who never claimed to have developed
the cycle himself.[1] Heat is added partly at constant volume (isochoric) and partly
at constant pressure (isobaric),[2] the significance of which is that more time is
available for the fuel to completely combust. Because of lagging characteristics of
fuel this cycle is invariably used for Diesel and hot spot ignition engines. It
consists of two adiabatic and two constant volume and one constant pressure
processes.

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The dual cycle consists of following operations:

 Process 1-2: Isentropic compression

 Process 2-3: Addition of heat at constant volume.
 Process 3-4: Addition of heat at constant pressure.
 Process 4-5: Isentropic expansion.
 Process 5-1: Rejection of heat at constant volume.

1.2 IGNITION SYSTEMS IN AN IC ENGINES

Heat addition is the main step in any of the combustion cycle to extract
energy from the fuel being injected or admitted into the engine. The type of
ignition systems are basically decided upon the auto ignition temperature of
the fuel being used. Some of the ignition systems used in IC engines are :

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  Spark Ignition
 Compression Ignition
 Pilot injection Ignition

1.2.1 SPARK IGNITION

A spark-ignition engine (SI engine) is an internal combustion engine,
generally a petrol engine, where the combustion process of the air-fuel
mixture is ignited by a spark from a spark plug. This type of ignition system
is used in the engines where the auto ignition temperature of the fuel
admitted is higher than the temperature resulting from the compression.
Since the auto ignition temperature of gasoline is around 280 deg Celsius.

1.2.2 COMPRESSION IGNITION

Ignition in an internal-combustion engine in which the necessary high
temperature is produced by compressing air in the cylinder before admission
of the fuel. The auto ignition temperature of about 180 deg Celsius is
obtained by compressing the air in the compression stroke of the Diesel
engine.
1.2.3 PILOT IGNITION SYSTEM OR SURFACE IGNITION SYSTEM

When using fuels like LPG, LNG the auto ignition temperature is so high of
about 410 to 430 deg Celsius and cannot be achieved by Compression of air.
Spark Ignition also do not work as the LPG , LNG will cool down drastically
to cryogenic temperatures and will quench the Spark. In order to initiate
combustion of LPG, a small amount of diesel is injected in the compressed

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air and LPG is injected into the combustion pool of diesel. This type of igniting the
LPG is also called as surface ignition.

1.3 COMBUSTION CYCLE IN A MARINE DIESEL ENGINE:

A marine 2-stroke diesel engine follows the Dual cycle as its thermodynamic
cycle. The larger stroke to bore ratio, turbo charging, provide provision for
good compression pressures in a large marine diesel engine. A typical
combustion cycle in a 2-stroke marine diesel engine is represented by the
P-V diagram as indicated below.

FIG. P-V DIAGRAM/ INDICATOR DIAGRAM

0:- Scavenge ports open

0-1:- Air sucked in and pushes out the left over exhaust gas
1:- Piston at BDC
1-2:- Completion of scavenging and filling of fresh air
2:- Scavenge ports close

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2-3:- Compression stroke
3:- Exhaust valve close
3-4:- Compression stroke continues
4:- Fuel Injection starts
5:- Piston at TDC
6:- Fuel Injection ends
6-7:- Expansion stroke
7:- Exhaust valve open
7-0:- Blow down of exhaust gas

FIG. Draw Card and Indicator card.

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 FIG. VALVE TIMING DIAGRAM FOR 2-S MARINE DIESEL ENGINE .

1.4 FUEL ANALYSIS STUDY OF RMG 180 AND LPG

For using LPG as fuel in a diesel engine the study of its properties of high
importance. The behavior of LPG under various physical conditions will give
the brief key points that have to be addressed before designing the system for
handling LPG. LPG being cryogenic in nature has great complication in
storage and handling. So the analysis of various physical properties and
behavior is far necessary. The analysis report of the LPG and RMG 180 are
as follows.

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1.5 ENGINE SPECIFICATION :

MAKE : MAN B&W

MODEL : 6 G 60 ME-C 10.5-LGIP
TYPE : 6 CYLINDER ,2-STROKE, SLOW SPEED, CROSS
HEAD TYPE, INLINE ENGINNE
STROKE : 2790 mm
BORE : 600 mm
CAPACITY : 12,710 k W @ 90 rpm
TIMING : ELECTRONICALY GOVERNED INJECTION AND
EXHAUST VALVE TIMING.
INLET: PORT INLET

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 2. LITERATURE REVIEW

 MAN B&W having its research and development in Copenhagen, Denmark

is being under various work with Marine Diesel engine. The Manuals on
MAN B&W ME engines and ME-LGIP engines was the base for my study
giving the necessary requirements.
 The IGF Code published by the IMO is the basic safety requirements and
standardization of Fuel handling systems available globally.
 The research on Design and manuals of pumping systems for LPG by
SVANEHOJ gives the fundamental idea on LPG pumping systems
requirement.
 The literature on Gas detection Systems by HANLA Gas Detection Systems
ensures the Gas tight integrity of the LPG Handling systems.

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 3. PROBLEM STATEMENT

 LPG CONTAINMENT because of its cryogenic nature.

 LINES CHOKING due to hydrate formation if moisture is present.

 LEAK DETECTION being the safety aspects for fire and explosion
hazard, leak detection and fail safe systems are to be robust.

 INJECTION PARAMETERS like pressure and timing.

 ADDITIONAL HYDRAULICS AND ELECTRONICS involved.

The main problems in injecting LPG into the combustion spaces is the acute
controlling of timing, quantity of injection. Unlike in diesel oil the leakage of LPG
is very dangerous leading to an explosive atmosphere. The health hazards
associated with LPG are asphyxiation, frost bite or cold burns, skin irritation;
chronic exposure may lead to damage of central nervous system.

LPG being such a difficult material to handle in technical, physical, health and
explosion aspects the challenge of adopting it as fuel for the diesel engines involve
great engineering and fail safe technologies in handling.

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 4. LPG HANDLING SYSTEMS

4.1 REQUIREMENT FOR LPG HANDLING SYSTEMS

LPG handling systems can be categorized into pumping systems that include
pressure and temperature control, monitoring systems, leak detection systems,
containment systems.

4.1.1 FILTERING EQUIPMENTS

A 3 stage filtering system is designed to be optimal for the LPG pumping

systems. Pre filter unit of 100 microns, a LP duplex filter of 50 microns and a HP
duplex filter unit of 10 microns are installed in the system.

4.1.2. PUMPING SYSTEMS

As per the design requirement of the engine the pumping system must be
able to deliver 1.8 tons of LPG per hour at a pressure of about 50 +/- 2 bar. This is
achieved in 2 steps as the 50 bar is difficult to built by single pump as the density
of LPG is so less. The LP pumping systems develop a pressure of about 22 bar and
the HP pumping unit develops the pressure of up to 55 bar.

4.1.3 PRESSURE AND TEMPERATURE CONNTROL SYSTEMS

The Pressure regulation and temperature control is the major aspect in LPG
pumping systems. The incorporation of various pressure control and temperature
control 3-way valves plays significant role in smooth operation of thee LPG fuel
supply system.

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4.1.4 OPERATIONAL SAFETY REQUIREMENTS

Installation of HC leak detectors at various points in the LPG fuel supply system,
setting up of auxiliary high pressure and low pressure Nitrogen systems for the
purpose of leak test and purging the LPG lines before start of operation and after
end of operations. The schematic requirement of the LPG fuel supply sytem will be
as shown below.

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 5. LPG INJECTION SYSTEMS

The LPG injection systems involve pressure boosting of 50 bar supplied LPG to
600 bar, controlling of LPG injection timing and pilot injection. All these sequence
of actions are achieved in a component called FBIV (fuel booster injection valve).

LPG Injection timing is controlled by Control oil supply that lifts the cut off slide
of the FBIV to inject high pressure LPG of 600 bar.

Pilot injection is done by injecting diesel oil of 3% of the total fuel demand by the
engine.

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 6. LPG COMBUSTION CHARACTERISTICS

LPG combustion characteristic as per the theoretical study is as mentioned

below.

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 7. INTRODUCTION TO CO-GENERATION

Cogeneration systems include heat exchangers designed to recover heat from, and
provide cooling for, many components in the engine. There are two main
classifications of co-generation systems. Topping cycle and bottoming cycle
systems. We are going to deal with topping cycle systems.

The jacket cooling water is fed at around 70 deg Celsius to the engine and the
outlet of cooling eater is at around 83 deg Celsius. The cooling water has to be
cooled before circulating it to the engine in a heat exchanger. The idea of utilizing
this heat in steam generation inn a desalination plant onboard a ship is the portfolio
of this cogeneration study.

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 8. DESIGN LAYOUT OF A DESALINATION PLANT

8.1.WORKINNG PRINCIPLE OF DESALINATION PLANT

The desalination onboard a merchant ship consists of heat exchanger, separator

shell and condenser. In addition to this water ejector, the ejector pump, the
distillate pump, the salinity indicator, mesh separator, solenoid valve and water
meter

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The Desalination plant uses the heat from Main Engine Jacket Cooling Water to
produce drinkable water by evaporating sea water due to the high vacuum , which
enables the feed water to evaporate at a comparative low temperature.
Steam can also be used as a heat source instead of hot jacket water.
It is based on 2 sets of shell & tube heat exchangers, acting as an evaporator and a
condenser respectively. The water ejector enables evaporator chamber vacuum
condition by driving seawater pass through water ejector, and sea water supplied
by ejector pump to be delivered to ejector for taking out the brine and air.
While entering to the evaporator chamber due to the vacuum condition and the
feed water evaporates. The water spray and droplets are partly removed from the
vapour by the deflector mounted on top of the evaporator and partly by a build-in
demister. The separated water droplets fall back into the brine, which is extracted
by the ejector pump. The desalted vapour, which passes through the demister, will
be sucked into vapour chamber where it will be condensed by means of incoming
cold sea water. The distilled water will be taken out by integral fresh water pump
and controlled by salinometer and solenoid valve. If it is of high salt content, the
solenoid valve recirculation work starts automatically to the shell or dumping line
against high salt content. Thermometers are installed for control of sea water to the
condenser and engine cooling water to the evaporator. These thermometers permit
control of both heating and cooling of these units.

8.2. COMPONENTS OF A DESALINATION PLANT:

The various major components of a desalination plants are as mentioned below.

 Evaporator

 Condenser

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 Ejector pump

 Ejector

 Distillate pump

 Salinometer

 Temperature and pressure gauges at various points

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 9. SCOPE OF WORK FOR II PHASE

 Performance analysis of Marine diesel engine running on RMG 180 and

LPG.

 Analyzing of safety trips and alarms associated with the engine.

 Analyzing the operation of Desalination plant at various engine loads and

draft out any limitations

 Analyzing the heat balance sheet for co-generation desalination plant.

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