2012.06 DNV Model-Based Methods For Energy Efficiency Improvements Onboard Ships

Model-based methods for energy efficieny
improvements onboard ships

DNV Research & Innovation Greece
Nikolaos Kakalis, PhD
14 June 2012
Outline
Introduction
Framework and method
Computer implementation
Illustrative cases
Model-based methods for energy efficieny improvements onboard ships

14 June 2012
Det Norske Veritas AS. All rights reserved.
DNV Research & Innovation
The objective of the strategic

research activities is through new
knowledge and services to enable
long term innovation and
business growth in support of
the overall strategy of DNV

14 June 2012
Our current research programmes

MARITIME
ENERGY
IT
MATERIALS
HEALTHCARE &
BIORISK
ARCTIC

14 June 2012
DNV Research & Innovation Greece

Established in 2008
Provide high-calibre R&D solutions in
shipping
Innovative R&D
- Marine systems engineering
- Maritime operations
- Novel technology concepts
Strategic collaboration with National

Technical University of Athens
Strong partnerships / JIPs with Greek
shipping and international community

14 June 2012
Motivation

14 June 2012
Todays environment
Rising fuel costs
Market uncertainty, overcapacity,

freight rates

14 June 2012
Source: IHS Fairplay
Demanding environmental regulatory timeline

CO2
SOx
NOx
Ballast

14 June 2012
How to manage complexity?

Complex landscape
Save energy/ fuel
Reduce emissions
Remove the sulphur
Clean the ballast water
Etc
Advanced machinery concepts

Alternative fuels
Increasing complexity
Safety, operability & performance
14 June 2012
We focus on machinery and

energy conversion systems
R&D, methods and computer
tool implementation

14 June 2012
10
COSSMOS
Complex Ship Systems Modelling & Simulation
Develop model-based methods and computer tool for integrated

marine systems synthesis, design and operation optimisation
Multi-disciplinary systems approach
Simulate and optimise machinery w.r.t. energy efficiency
Thermofluids & mechanics
Steady-state & transient/dynamic behaviour
1 general-purpose framework / tool for:
- Ships in operation, new buildings, assessing innovative solutions

14 June 2012
11
Supporting DNV Services with model-based applications

Emissions Reductions
Performance Assessment
System design
Efficiency Optimisation
Condition-Monitoring
Retrofitting Solutions
Operation Optimisation
14 June 2012
12
Methodology
1. Identify relevant system components
3. Computer code implementation
Heat Recovery unit
Steam turbine Gas turbine
2. Mathematical model development
4. Model validation
1260
e21
dVw,tot
dt
dVw,tot
dt
+ e12
+ e22
dPdr
& w m
& st
=m
dt
Recirculation Mass Flow

1240
dPdr
& whw m
& st,sathst,sat
= Q+ m
dt
e32
dPdr
d
& dc
+ e33 r = Q r hsatm
dt
dt
e42
h h
dPdr
dV
d
&w
+ e43 r + e44 sd = st Vsdth Vsd + w w,sat m
dt
dt
dt tdr
hsat
Mass Flow (kg/s)
e11
1220
Predicted
Measured
1200
hsat = hst,sat hw,sat
1180
0
e11 = w st
50
100
Time (sec)
150
e12 =Vw,tot w +Vst,tot st

Pdr
Pdr
e21 = whw sthst

h
h
T
e22 = Vw,tothw w + w w +Vst,tothst st + st st Vtot + mm,totcpm sat
Pdr
Pdr
Pdr
Pdr
Pdr
Model-based methods for
5. Model library development
h
e32 = w w + ar hsat w (1 av )Vr + (1 ar )hsat st + st st avVr +
Pdr
Pdr
Pdr
Pdr
a
Tsat
+ (st + (wefficieny
st )r )hsatimprovements
Vr v Vr + mm,r cpm onboard
energy
ships
Pdr
Pdr
14 June 2012
13
200
Generic mathematical formulation

dY(t )
Y(t )
= F Y(t ),
, u(t ), p(t ), t
dt
x
Differential equations
(e.g. mass / energy balance)
Y(t )
H Y(t ),
, u(t ), p(t ), t = 0
x
Algebraic equations
(e.g. pressure drop, thermal properties)
Y(t )
f Y(t ),
, u(t ), p(t ), t
=0
x
t =t 0
Initial conditions
Y(t )
h Y(t ),
, u(t ), p(t ), t
=0
x = x0
Boundary conditions

14 June 2012
14
Example: steam drum modelling

Steam Drum Model
- First principles
- Lumped Model
Water Inlet
Steam
Drum
Features:
-
Drum / Risers / Downcommers

Forced / Natural Circulation
Fired / Heat Recovery
Heat transfer + Geometry
Steady state / Transient
Design calculations
Steam Outlet
Drum
Level
Risers
Water / Vapour
(Two-phase flow)
Downcommers
(Water)
Heat
Input
Forced vs. Natural

Recirculation

14 June 2012
Steam drum dynamic modelling

Mathematical model (Astrom & Bell, 1999)
e11
e21
dVw,tot
dt
dVw,tot
dt
+ e12
dPdr
= m& w m& st
dt
+ e22
dPdr
= Q + m& w hw m& st ,sat hst , sat
dt
e32
dPdr
d r
+ e33
= Q r hsat m& dc
dt
dt
e42
hw hw,sat
dPdr
dV
d r
+ e43
+ e44 sd = st Vsdth Vsd +
m& w
dt
dt
dt
t dr
hsat
hsat = hst ,sat hw, sat
e11 = w st
e12 = Vw,tot
+ Vst ,tot st
Pdr
Pdr
e21 = w hw st hst

h
e22 = Vw,tot hw w + w w
Pdr
Pdr
e32 = w w + a r hsat w
Pdr
Pdr

h
+ Vst ,tot hst st + st st
Pdr
Pdr
T
Vtot + mm,tot c pm sat
Pdr
h
(1 av )Vr + (1 a r )hsat st + st st
Pdr
Pdr
a
T
+ ( st + ( w st ) r )hsatVr v Vr + mm,r c pm sat
Pdr
Pdr
14 June 2012
avVr +

Mathematical model, contd
e33 = ((1 a r ) st + a r w )hsatVr
e42 = Vsd
st
1
+
Pdr hsat
av
Pdr
h
h
T
stVsd st + wVw,dr w Vsd Vw,dr + mm,dr c pm sat +
Pdr
Pdr
Pdr
a
+ a r (1 + )Vr a v st + (1 a v ) w + ( w st ) v
Pdr
Pdr
Pdr
e43 = a r (1 + )( w st )Vr
av
a r
e44 = st
hst , hw , st , w ,
aV =
st w hst hw
T
,
,
,
, Tsat , sat f (Pdr )
Pdr
Pdr Pdr Pdr Pdr
w st
st
1
1 +
a
ln
a r
r
w st w st
st
Vw,dr = Vw,tot Vdc (1 a v )Vr

Vtot = Vst ,tot + Vw,tot = Vdr + Vr + Vdc
l dr =
l dr =
Vw, dr + Vsd
Adr
+V
Model-based methods for energy efficieny improvements

onboardsd
ships
w, dr
14 June 2012
Vdr

Mathematical model, contd
2 w Adc ( w st )gavVr
k
m& dc =
av
1
=
Pdr ( w st )2
st

w
+ st
w
st w 1 +
w
ln(1 + )
Pdr (1 ) st
st
Pdr
1
av
1
= w ln(1 + )
ar st
1 +
ar ( w st )
m& ct =
st
hw,sat hw
hsat
m& w +
h
h
T dP
1
st ,satVst ,tot st ,sat + w,satVw,tot w,sat Vtot + mm,tot c pm sat dr
hsat
Pdr
Pdr
Pdr dt
w,sat
st ,sat
a
m& r = m& dc Vr av
+ (1 av )
( w,sat st ,sat ) v
Pdr
Pdr
Pdr
a da
+ ( w,sat st ,sat )Vr v r
a r dt

14 June 2012
dPdr
+
dt
COSSMOS framework and tool

Generic, reconfigurable component models steady-state and dynamic thermofluid behaviour
Library of
Component Models
System Model
Simulation & Optimisation
(Hierarchical synthesis)
(Steady-state & dynamic)

Optimal Design
190
Diesel Engine
with Heat Recovery
185
180
g r/ k W h
SFOC = 12 gr/kWh
175
170
165
Performance assessment
Brake Specific Fuel Consumptions
200
Diesel Engine
195
Standard Heat Recovery System

Heat Integrated CAC / water pre-heater
gr / kWh
190
185
180
175
170
165
20
25
30
35
40
45
50
55
60 65
70
75
80
85
90
95 100 105 110
Engine Load (% )
Component model code
Graphical flowsheeting interface

Transient operation
0.8
6000
Steamturbinepower
4000
0.5
3000
0.4
2000
0.3
1000
19
5000
0.6
0.2
14 June 2012
Relative drum level (-)
Dimopoulos & Kakalis, CIMAC 2010 Conference, Bergen
Relativedrumlevel
Severe power
surge
Steam turbine power (kW)
Permissible level
fluctuation limits
0.7
500
1000
1500
2000
2500
3000
Time(sec)
3500
4000
4500
5000
5500
0
6000
Components model library

Prime Movers
Heat Exchange
Flow transport
Turbomachinery
Electrical
Components
Control
Gas turbine
(lookup)
Steam
drum/Evaporator
Centrifugal
pump
Steam turbine
(back-pressure)
Synchronous
Generator
PID Controller
Diesel engine
(lookup)
Auxiliary boiler
Blower
Steam turbine
(condensing)
Induction Motor
Sensor
Diesel engine
(mean value)
Smoke-tube
boiler
Valves (gas
and liquid)
Compressor
Frequency
converter
Actuator
Diesel engine
(detailed)
Condenser
Flow mixers /
splitters
Turbine
Li-ion Battery
Mechanical
Boiler burner
Deaerator
Pipe
Power turbine
Fuel Cells
Rotating shaft
Tubular heat
exchanger
Plenum (gas
and liquid)
MCFC detailed
model
Torque load
Plate heat
exchanger
Tank
Reformer
Torque
combiner
HT-PEM
lumped model

14 June 2012
20
Studies so far
Investigation of heat recovery options for
containerships
Marine combined cycle dynamics and control
Marine scrubbers modelling and simulation:

impact on overall performance
Crude-oil discharge operation model-based
decision support for tankers
Marine fuel cells modelling and safety analysis
Hybrid marine energy systems modelling:

Gas engines + batteries + fuel cells
14 June 2012
21
Illustrative examples
Waste heat recovery systems

14 June 2012
22
Example 1
Heat recovery from marine diesel engines
Water
Drum level
control
Economizer
Steam drum
Evaporator
Superheater
Charge air
cooler
Drum pressure
control
Diesel
Engine
Water
pre-heater
Steam Turbine
Steam
Condenser
Condenser
level control
Exhaust gas
Feed water
pump

14 June 2012
23
Optimal system design

Problem definition
Size heat recovery unit to
Maximise total efficiency
Containership 4500 TEU,
Subject to:
Installed power: 51.5 MW,
Given Diesel engine unit
Service speed: 25kn
Ship application
DNV class, 2004
Heat recovery unit space and

weight limitations
Allowable pressure drops and
temperature difference
Operation profile
14 June 2012
24
System design study: Results

Fuel consumption
Optimal Design
(full load, HFO fuel)
Engine fuel consumption: 186 gr/kWh
Steam cycle properties:
Combined cycle fuel consumption 174 gr/kWh
Steam drum pressure: 8 bar
Combined cycle efficiency: 51.60%
Super-heating at: = 88oC
Heat recovery section footprint:
190
Volume / Footprint: 625m3 / 64m2
Diesel Engine
with Heat Recovery
gr/kWh
185
Weight of heat recovery boiler: ~ 105 tn
180
SFOC = 12 gr/kWh
175
170
Additional power production:

165
Steam turbine power: 3.58 MW

SFOC: Difference/improvement in specific fuel consumption
Engine power 51.57 MW

Power production increase 6.9 %
Dimopoulos & Kakalis, ELINT 2010 Conference, Athens

14 June 2012
25
Off-design study
Partial load performance assessment
Brake Specific Fuel Consumptions
200
Diesel Engine
195

gr / kWh
190
185
Significant fuel savings with

heat recovery
180
175
Improved partial load

consumption flat curve
170
165
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95 100 105 110
Engine Load (%)
Specific Fuel Consumption Savings

25
Heat integrated water pre-heater

provides considerable savings in slowsteaming operation
gr / kWh
20
15
10
0
20
30 35
40
45
50 55
60
65
70
Engine Load (%)

14 June 2012
25
26
75 80
85
90
95 100 105 110
Transient operation
Scenario: Fast shut-down and de-pressurisation of system
Fast load increase and pressurisation of combined-cycle system
100
Diesel engine load
90
80
70
60
50
Engine Load (%)
Drum pressure set-point

80
70
60
50
40
30
20
0
200
400
600
800
40
3
Diesel engine load
30
1
1000
20
2500
Drum pressure set-point
1
2700
2900
Time (sec)
3100
3300
3500
3700
3900
Time (sec)
0.8
6000
Relative drum level
Power surge
0.7
Steam turbine power
5000
0.6
4000
0.5
3000
0.4
2000
0.3
1000
0.2
0
500
1000
1500

14 June 2012
2000
2500
3000
Time (sec)
27
3500
4000
4500
5000
5500
0
6000
Steam turbine power (kW)
Relative drum level (-)
Drum pressure set-point (bar)
100
Drum pressure set-point (bar)
90
Engine Load (%)
and
Heat recovery systems
From technical to techno-economic design optimisation

14 June 2012
28
Increasing complexity
Asia Europe trading route
Mission profile & demands
Time at sea

14 June 2012
29
Integrated LP/HP water pre-heating

within the engines charge air
cooler (CAC) units.
Integrated system
A CAC stage has been replaced

with a pre-heating section.
Dual pressure heat recovery boiler

LP evaporator
HP water
pre-heater
HP evaporator
HP steam
turbine
LP water
pre-heater
Diesel engine
LP superheater
LP steam
turbine
HP superheater
Eng. Lube-oil
water pre-heater
Low temperature water pre-heating

engines
lubricating
oil cooler
Model-based with
methods for
energy efficieny improvements
onboard ships
14 June 2012heat dissipation
Exhaust gas by-pass before the TC turbine

Partial flow to the TC turbine
Engine efficiency decrease
30
Heat recovery power output increase
Optimisation problem formulation

Maximise the net present value of the combined cycle system
Operational profit: reduction of the operational costs of the CC
system compared to the traditional (base) system
[(
NT
N years Cop ,base,t Cop ,t t cTEU (TEU )
max ( NPV ) = CY + t =1
X
(1 + ir )i
Y
i =1
Capital costs of additional (to baseline)

CC system components:
Additional cost of the CC system due to

increased machinery space requirements
CY: Capital cost functions
with independent optimisation variables:
Design
Geometry of heat recovery components
Space
Design characteristics of components
Performance
Subject to:
Operability
Operational characteristics: engine fuelling and

exhaust by-pass ratio for the mission profile
Safety

14 June 2012
31
constraints
Optimal design
Heat recovery boiler
HP pressure
HP mass flow
LP pressure
LP mass flow
Footprint area
Height
=
=
=
=
=
=
Investment analysis
10.21 bar
2.631 kg/s
2.388 bar
2.338 kg/s
36.533 m2 (~6x6)
14.826 m
Steam turbine
Capital cost
Profit
Payback time
TEU loss
=
=
=
=
NPV
Total Efficiency
= 3.561 mil USD

= 51.31%
2.631 mil USD

682 kUSD / a
8.16 years
100 units
Nominal power = 2670 kW

Is. Efficiency
= 0.712
Cond. Pressure = 0.050 bar
Power turbine
Nominal power
Is. Efficiency
Pressure ratio
= 3318 kW
= 0.8596
= 3.533
Dimopoulos, Georgopoulou & Kakalis, ECOS 2011 Conference, Serbia

14 June 2012
32
Optimal operation
Exhaust gas by-pass ratio
Manoeuvring
By-pass closed at low loads
Ballast transit
Normal speed
High speed
transit
0%
5%
10%
15%
20%
Diesel gen-sets utilisation

Combined cycle
Traditional system
Manoeuvring
Limited use of Diesel gen-sets at low

loads
Ballast transit
Normal speed
CC system can entirely cover demand at high

loads
High speed transit

0
1000
2000
3000
Model-based methods for energy efficieny

improvements
onboard
ships(kW)
Diesel
gensets
output
14 June 2012
4000
Optimal operation
Power & Steam turbine outputs
Steam turbine
Power turbine
Manoeuvring
PT shut-down due to
by-pass close
Ballast transit
Normal speed
High speed transit
0
500 1000 1500 2000 2500

Output (kW)
Overall efficiency
34
Combined cycle
Traditional system
Manoeuvring
High total system efficiency gains with

the CC system: 11% 12%
Ballast transit
Normal speed
High speed transit
35%
40%
45%
50%
Overall system efficiency

14 June 2012
55%
Performance assessment &

optimisation for tankers
operations

14 June 2012
35
Problem definition
Target:
Decision support for

Crude-oil Discharge Operations (CDO)
of tanker vessels
Scope:
Performance assessment
Model-based diagnostics
Identify fuel savings potential
Improved operational strategies

14 June 2012
36
System flowsheet
Oxygen content control
To:
Inert Gas system
Exhaust gas
Auxiliary fired
Boiler #1
Steam
Turbines
#1
#2
Feed-water
pump
Cargo Pumps
Condenser
Hot-well
Crude Oil
Water / Steam
To:
Shore station

14 June 2012
37
COSSMOS tankers discharge module

1. Data measurements
on-board during
discharge

14 June 2012
2. Data transmission
to DNV
COSSMOS tankers discharge module

3. Input to COSSMOS
vessel-specific
model
4. Simulations &
analysis
100%
Monitoring
Improved strategies
100%
dump, 5%
80%
82%
65%
70%
60%
Condenser
Power as percentage of fuel power, %
90%
50%
40%
30%
hotel consumption,
3%
20%
Steam
Turbines
10%
9%
9%
7%
Steam Utilization
Pumps
Discharge
0%
Fuel

14 June 2012
Boilers
Scrubbers

14 June 2012
40
Marine scrubbers modelling and simulation:

impact on overall performance
Two-stroke slow speed marine diesel engine for main propulsion.
the story line
Scrubber design parametric analysis
Scrubber design
features (diameter /
height / Liquid to Gas
flow rate ratio)
Scrubber + Venturi
pressure drop
Turbine back
pressure
Charge air: Less flow
& pressure
Increase in fuel
consumption or
Lower power output

14 June 2012
41
Basic phenomena
Gaseous SO2 is absorbed in
the seawater
CO2 may absorb or desorb
in/from the water depending
on kinetics
SEAWATER
z=1
FLUE GAS
GAS
Chemical equilibrium is
reached
WATER
SO2
CO2
Seawater acidity increases

& pH drops
z + dz
z
x=0 x x+dx x=1

film
HEIGHT
h
z=0
Flue gas pressure drops

INTERFACE GAS/WATER
DIFFUSION FILM
HIGH
COMPLEXITY!
14 June 2012
42
Mathematical formulation (1/2)

Gas stream
1 V& gas pi (z )
a wet qi (z ) =
, z (0,1], i {SO2 , CO2 }
Ah RT z
Mass balance
Seawater stream
Gas - liquid interface
Mass transfer
p i ( z ) p iint ( z )
, z [0,1], i {SO 2 , CO 2 }
q i (z ) = k i (z )
RT
film
(z )
DSO2 C SO
2
q SO2 (z ) =
film
Liquid diffusion zone
qCO2 (z ) =
film
(z )
DCO2 CCO
2
film

14 June 2012
liq
liq
liq
V& liq C SO2 (z ) + C HSO31 ( z ) + C SO3 2 (z )
a wet q SO2 ( z ) =
, z [0,1)
Ah
z
liq
liq
liq
V& liq CCO2 (z ) + C HCO31 (z ) + CCO3 2 (z )
a wet qCO2 (z ) =
, z [0,1)
Ah
z
43
film
DHSO 1 C HSO
1 ( z )
3
film
, z [0,1]
film
DSO 2 C SO
2 ( z )
3
film
Mathematical formulation (2/2)

Gas Liquid interface
p iint ( z ) = C iint ( z )H i ( z ), z [0,1], i {SO2 , CO 2 }
req , II =
Physical &
chemical
equilibrium
req , III =
film
C Hfilm
+1 C
HSO 1
3
film
C SO
2
film
C Hfilm
+1 C
SO 2
3
film
C HSO
1
Diffusion zone
req ,VIII =
Gas stream
Acidity
Diffusion zone & Liquid

stream
film
C Hfilm
+1 C
CO 2
3
film
C HCO
1
3
+ H 2O HSO3 + H +
HSO3 SO3
+ H+
H 2O OH + H +
pH (z ) = log10 C H +1
14 June 2012
44
HCO3 CO3
1 P( z )
= Fdry + Fwet , z (0,1]
h z

liq
film
req ,VII = C Hfilm
+1 C
OH 1
Pressure drop
SO2
+H+
Model validation: against experimental studies

[Vidal et al., 2007]
[Hikita et al., 1977], [Hikita et al., 1983]
Desulfurisation rate %
Molar flux SO2 [kmole/m2]
100
Simulation results
Simulation results
16
12
8
4
Desulfurisation
efficiency:
Deviation < 1%
50
0
0
4
8
12
Experimental data
16
50
60 70 80 90 100
ExperimentalSimulation
data
Experimental
Molar flux CO2 [kmole/m2]
Desulfurisation rate %
7
6
Simulation results
75
5
4
3
2
1
0
0
2
4
Experimental data
100
90
80
70
60
50
0.00
0.01
0.02
Liquid/Gas vol. flow rate
ratio

14 June 2012
45
Scrubber study results

with scrubber
without scrubber
220
16
BSFC [g/k Wh]
Relative increase in fuel consumption [%]
17
15
14
13
210
200
190
180
170
50
12
75
90
Engine loading [%]
100
11
SW scrubber increase in fuel consumption ~ 8 9%
10
Forced draft fans may be used to mitigate the

consumption increase
Electric load needs with fans may increase ~ 4.5% to

6%.
8
0
5
10
15
SO2/CO2 [ppm/%mole]
20
25
Georgopoulou, Dimopoulos & Kakalis, ELINT 2011 Conference, Athens

14 June 2012
46
Summary

14 June 2012
47
DNV COSSMOS key points

Object-oriented platform; same models/component modules are used for:
- steady-state and dynamic simulation, optimisation, etc
Computationally efficient (fast) and accurate solution

Quantifiable performance assessment
Operation optimisation with simultaneous consideration of steady and dynamic
aspects
System design optimisation
Cost-effective evaluation of novel solutions through evaluation of alternatives
Ship specific model-based approaches require minimal investment in hardware and
maintenance costs
Can perform what-if scenarios (virtual experiments)

14 June 2012
48
Acknowledgments
Georgios Dimopoulos
Charikleia Georgopoulou
Iasonas Stefanatos
Alexandros Zymaris
nikolaos.kakalis@dnv.com
14 June 2012
49
Safeguarding life, property

and the environment
www.dnv.com

14 June 2012
50

2012.06 DNV Model-Based Methods For Energy Efficiency Improvements Onboard Ships

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Model-based methods for energy efficieny

improvements onboard ships

Model-based methods for energy efficieny improvements onboard ships

DNV Research & Innovation

The objective of the strategic

Model-based methods for energy efficieny improvements onboard ships

Our current research programmes

Model-based methods for energy efficieny improvements onboard ships

DNV Research & Innovation Greece

Strategic collaboration with National

Model-based methods for energy efficieny improvements onboard ships

Model-based methods for energy efficieny improvements onboard ships

Market uncertainty, overcapacity,

Model-based methods for energy efficieny improvements onboard ships

Source: IHS Fairplay

Demanding environmental regulatory timeline

Model-based methods for energy efficieny improvements onboard ships

How to manage complexity?

Advanced machinery concepts

We focus on machinery and

Model-based methods for energy efficieny improvements onboard ships

Develop model-based methods and computer tool for integrated

Model-based methods for energy efficieny improvements onboard ships

Supporting DNV Services with model-based applications

3. Computer code implementation

Heat Recovery unit

Steam turbine Gas turbine

2. Mathematical model development

Recirculation Mass Flow

Mass Flow (kg/s)

hsat = hst,sat hw,sat

e12 =Vw,tot w +Vst,tot st

Model-based methods for

5. Model library development

Generic mathematical formulation

Model-based methods for energy efficieny improvements onboard ships

Example: steam drum modelling

Drum / Risers / Downcommers

Forced vs. Natural

Model-based methods for energy efficieny improvements onboard ships

Steam drum dynamic modelling

hsat = hst ,sat hw, sat

Det Norske Veritas AS. All rights reserved.

Steam drum dynamic modelling

Vw,dr = Vw,tot Vdc (1 a v )Vr

Model-based methods for energy efficieny improvements

Det Norske Veritas AS. All rights reserved.

Steam drum dynamic modelling

Model-based methods for energy efficieny improvements onboard ships

COSSMOS framework and tool

Simulation & Optimisation

(Steady-state & dynamic)

Standard Heat Recovery System

95 100 105 110

Component model code

Graphical flowsheeting interface

Model-based methods for energy efficieny improvements onboard ships

Relative drum level (-)

Dimopoulos & Kakalis, CIMAC 2010 Conference, Bergen

Steam turbine power (kW)

Components model library

Model-based methods for energy efficieny improvements onboard ships

Marine combined cycle dynamics and control