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Figure 6. Specific volume gas consumption be aa a daily variation against time t (a) and inlet air temperature t (b).

Figure 6 Specific volume gas consumption be aa a daily variation against time t (a) and inlet air temperature t (b).

Related Figures (13)

Figure 1. A schema of a typical system of cogenerative gas engine heat conversion by ACh with engine intake air cooling in the air cooler of the central conditioner by chilled water from the ACh: OC-oil cooler; JC-jacket cooler; SACtr and SACur-low- and high-temperature scavenge air coolers. The heat of hot water (with a temperature of about 90 °C) produced by a cogenerative gas engine module, converted by the ACh of a simple cycle is limited by the hot water temperature drop, not more than 15 °C, in order to keep the COP of the ACh at a high level of about 0.7. As a result, the temperature of heating water at the outlet of the ACh is not lower than 75 °C. Meanwhile, the temperature of return cooled water at the inlet of the cogenerative gas engine module, used as a coolant to remove the heat from the engine, should not be higher than 70 °C in order to keep the engine at a safe thermal level. The excess of return warm water heat is traditionally extracted into the atmosphere by an emergency radiator (Figure 1). Thus, about 25% of hot water heat released from the gas engine can be converted into additional refrigeration capacity by refrigerant ECh as the simplest in design for further deeper cooling engine intake air precooled in ACh.
Figure 1. A schema of a typical system of cogenerative gas engine heat conversion by ACh with engine intake air cooling in the air cooler of the central conditioner by chilled water from the ACh: OC-oil cooler; JC-jacket cooler; SACtr and SACur-low- and high-temperature scavenge air coolers. The heat of hot water (with a temperature of about 90 °C) produced by a cogenerative gas engine module, converted by the ACh of a simple cycle is limited by the hot water temperature drop, not more than 15 °C, in order to keep the COP of the ACh at a high level of about 0.7. As a result, the temperature of heating water at the outlet of the ACh is not lower than 75 °C. Meanwhile, the temperature of return cooled water at the inlet of the cogenerative gas engine module, used as a coolant to remove the heat from the engine, should not be higher than 70 °C in order to keep the engine at a safe thermal level. The excess of return warm water heat is traditionally extracted into the atmosphere by an emergency radiator (Figure 1). Thus, about 25% of hot water heat released from the gas engine can be converted into additional refrigeration capacity by refrigerant ECh as the simplest in design for further deeper cooling engine intake air precooled in ACh.
Figure 2. Gas engine module JMS GE Jenbacher (a), absorption chiller AR-D500L2 (b), and centra conditioner for engine room incoming air cooling (c).
Figure 2. Gas engine module JMS GE Jenbacher (a), absorption chiller AR-D500L2 (b), and centra conditioner for engine room incoming air cooling (c).
A typical scheme of gas engine inlet air cooling system is presented in Figure 3. Figure 3. A scheme of a typical system of gas engine inlet air cooling in the central conditioner b chilled water from an ACh.
A typical scheme of gas engine inlet air cooling system is presented in Figure 3. Figure 3. A scheme of a typical system of gas engine inlet air cooling in the central conditioner b chilled water from an ACh.
Figure 4. Daily variations in temperature tamp and relative humidity @am of ambient air, temperature of air at the gas engine inlet tin, and at the high-temperature air cooler outlet tach = tut, Atach = Atur = tamb— tur ; Ater = tin— tut. Because of the heat influx to cooled air stems from the engine room environment, the temperature of the air tin at the inlet of the engine is higher than its value tur at the outlet of high-temperature air cooler ACur of the central conditioner by air temperature incre- ment Ater caused by heat influx: tin = tur + Ater (Figure 4).
Figure 4. Daily variations in temperature tamp and relative humidity @am of ambient air, temperature of air at the gas engine inlet tin, and at the high-temperature air cooler outlet tach = tut, Atach = Atur = tamb— tur ; Ater = tin— tut. Because of the heat influx to cooled air stems from the engine room environment, the temperature of the air tin at the inlet of the engine is higher than its value tur at the outlet of high-temperature air cooler ACur of the central conditioner by air temperature incre- ment Ater caused by heat influx: tin = tur + Ater (Figure 4).
Figure 5. Daily variation of volume gas consumption Be (a) and electric power Pe (b) of the gas engine against time Tt. : The daily variation of volume gas consumption Be and electric power Pe of engine JMS 420 GS based on monitoring data are presented in Figures 5-7.
Figure 5. Daily variation of volume gas consumption Be (a) and electric power Pe (b) of the gas engine against time Tt. : The daily variation of volume gas consumption Be and electric power Pe of engine JMS 420 GS based on monitoring data are presented in Figures 5-7.
Figure 7. Variation of mass-specific fuel consumption br against inlet air temperature tin at various loads Pei/Peiiso, Pei— electrical power as monitored data; Peiiso— rated electrical power at ISO ambient air parameters: tamb = 25 °C, and relative humidity @amb = 30%.
Figure 7. Variation of mass-specific fuel consumption br against inlet air temperature tin at various loads Pei/Peiiso, Pei— electrical power as monitored data; Peiiso— rated electrical power at ISO ambient air parameters: tamb = 25 °C, and relative humidity @amb = 30%.
Figure 8. Mass specific fuel consumption calculated values bécate against monitoring data bémonit.
Figure 8. Mass specific fuel consumption calculated values bécate against monitoring data bémonit.
Figure 9. A two-stage absorption-ejector (AECh) system for chilling engine inlet air: ACur and AC.r-high- and low-temperature air coolers; P- pump.
Figure 9. A two-stage absorption-ejector (AECh) system for chilling engine inlet air: ACur and AC.r-high- and low-temperature air coolers; P- pump.
Figure 10. Daily variation of thermal loads Qonr and Qoxt on high- and low-temperature air coolers and Qo.ac on the whole two-stage air cooler; Qo.xr and decreases of specific fuel consumption Aber, Abext, Abe, accordingly, and summarized volume gas-saving LBe (Mykolayiv region, south of Ukraine, 2017). The calculation results of thermal loads Qour and Qotr on high- and low-temperature air coolers and Qo.ac on the whole two-stage air cooler, based on the monitored air tem- peratures at the turbocharger inlet tin, indicates current specific fuel consumption de- creases Abe as well as daily summarized volume gas-saving UBe due to engine inlet air cooling in high-temperature cooler ACut by ACh and low-temperature cooler AC.r by ECh. The overall gas-saving results for two-stage AECh are presented in Figure 10.
Figure 10. Daily variation of thermal loads Qonr and Qoxt on high- and low-temperature air coolers and Qo.ac on the whole two-stage air cooler; Qo.xr and decreases of specific fuel consumption Aber, Abext, Abe, accordingly, and summarized volume gas-saving LBe (Mykolayiv region, south of Ukraine, 2017). The calculation results of thermal loads Qour and Qotr on high- and low-temperature air coolers and Qo.ac on the whole two-stage air cooler, based on the monitored air tem- peratures at the turbocharger inlet tin, indicates current specific fuel consumption de- creases Abe as well as daily summarized volume gas-saving UBe due to engine inlet air cooling in high-temperature cooler ACut by ACh and low-temperature cooler AC.r by ECh. The overall gas-saving results for two-stage AECh are presented in Figure 10.
Figure 11. Monthly B and annual fuel saving =B for gas engine JMS 420 GS due to inlet air cooling in AECh (Mykolayiv region, south of Ukraine, 2017). The annual fuel reduction >'B gained due to cooling gas engine intake air at varying loading on the EJAC system in response to actual climatic conditions was calculated by summarizing the current values of fuel reduction increments through the “hour-by-hour” procedure.
Figure 11. Monthly B and annual fuel saving =B for gas engine JMS 420 GS due to inlet air cooling in AECh (Mykolayiv region, south of Ukraine, 2017). The annual fuel reduction >'B gained due to cooling gas engine intake air at varying loading on the EJAC system in response to actual climatic conditions was calculated by summarizing the current values of fuel reduction increments through the “hour-by-hour” procedure.
Figure 12. Monthly COz and annual &COz (a) and monthly NOx and annual XNOx (b) emission reduction due to engine inlet air cooling in AECh (Mykolayiv, southern Ukraine, 2017). The calculation results of the ecological effect due to engine intake air cooling in AECh in 2017 are presented in Figure 12. The values of the reduction in carbon dioxide XCOz emissions for GE (power output 1.4 MW) due to intake air cooling in AECh are presented in Figure 12a and the reduction in UNOx emissions in Figure 12b.
Figure 12. Monthly COz and annual &COz (a) and monthly NOx and annual XNOx (b) emission reduction due to engine inlet air cooling in AECh (Mykolayiv, southern Ukraine, 2017). The calculation results of the ecological effect due to engine intake air cooling in AECh in 2017 are presented in Figure 12. The values of the reduction in carbon dioxide XCOz emissions for GE (power output 1.4 MW) due to intake air cooling in AECh are presented in Figure 12a and the reduction in UNOx emissions in Figure 12b.
Figure 13. Annual fuel-saving =B Br versus design cooling capacities Qo of chillers for engine intake air temperatures at 15 and 20 °C in ACh and 10 °C in AECh (Mykolayiv region, south of Ukraine, 2017).
Figure 13. Annual fuel-saving =B Br versus design cooling capacities Qo of chillers for engine intake air temperatures at 15 and 20 °C in ACh and 10 °C in AECh (Mykolayiv region, south of Ukraine, 2017).
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