Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx.

2088-2033 (pISSN: 0853-4098) 1

Design of Chiller System onboard Naval Ship

(Frigate) Based on Vapour Absorption
Refrigeration Method
Dicky Nalendra Satriananda1, Sutopo Purwono Fitri2, Taufik Fajar Nugroho3
Abstract Reducing both fuel consumption and exhaust gas emission is a big issue today. Ships today with diesel engine
can produce a lot amount of exhaust gas that is conventionally not used and can contain up to 25% of the input energy (fuel
oil) of the diesel engine. Using waste heat recovery system (WHRS) actually can reduce the fuel consumption and gas
emission of a ship. Vapour absorption refrigeration system mostly require only waste heat as the energy source to work. It
has several advantages such as lower required electricity compared with vapour compression system, and it uses more safe
refrigerant. This paper analyse the application of vapour absorption refrigeration system using lithium bromide-water
solution (LiBr- H2O) onboard frigate ship. Thermodynamic calculation and software simulation are used for designing the
system. The results are satisfied that the designed chiller system can work from 50% until 100% load of main engine; and
from 75% until 100% load of auxiliary engine with COP of 0,74. The optimal operation resulted in 50% load condition of
main engine and in 75% load condition of auxilary engine. The back pressure resulted lower than 3 kPa (maximum
allowable back pressure).

Keywords Frigate ship, vapour absorption refrigeration, LiBr-H2O, wasted heat recovery

(chilled water unit) that needs about 130 kW of

I. INTRODUCTION1 electricity each.
One way to find a new solution to this problem is to

S IGMA class frigate is a Dutch-built family of

modular naval vessels, of frigate size. They are in charge
to boast superior sea keeping capabilities for conducting
operations in territorial waters of a country and primarily
deployed to perform maritime patrols and surveillance in
the exclusive economic zone (EEZ). They can also be
used for maritime search and rescue, fishery and natural
resources protection, as well as law enforcement duties.
Their propulsion system is a hybrid CODOE system that
uses 2 main diesel engines or 4 auxiliary diesel engines
to propel the ship. It is designed to have about 20 days of
voyage patrolling in the sea. The electric propulsion can
only produce 15 knots of speed while the diesel
propulsion can produce up to 28 knots of speed. [1]
Because the ship can travel up to 20 days, we can
imagine how much the fuel oil that it carries. Saving the
fuel oil means not only the economic benefit but also
makes the ship can travel longer. It uses main diesel
engine in daily operation while electric motor is used
during stealth operation. The produced exhasut gas from
both operation mode is high enough to be used in waste
heat recovery system.
One of the highest consumer (load) is refrigeration
system. Conventional vapour compression system
requires high electricity due to the use of compressor.
The typical frigate ship has 2 refrigeration system
1)
Dicky Nalendra Satriananda, Department of Marine Engineering,
Institut Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia,
Email : nalendra.dicky@gmail.com
2)
Sutopo Purwono Fitri, Department of Marine Engineering, Institut
Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia, Email :
sutopopf@its.ac.id
3)
Taufik Fajar Nugroho, Department of Marine Engineering, Institut
Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia, Email :
taufikfajar@its.ac.id
apply a vapour absorption refrigeration (VAR) system to
provide the required cooling loads for the HVAC system
instead of the traditional vapour compression heat pump.
However, until now, the technique has been confined to
landbased installations. VAR systems are particularly
attractive in applications that have a cooling demand and
at the same time a source of wasted heat. The only
electricity need for vapour absoprtion system is the
solution pump.
II. METHOD
There are two methods used in this thesis, they are
manual calculation using thermodymanic formulas and
software simulation using EES (Engineering Equation
Solver).
A. Thermodynamic Analysis
The thermodynamic design of the waterLiBr vapour
absorption chiller system by the first law only is usually
based on assumed steady-state operating conditions. The
fundamental simplifications assumed for the model are
as follows [2]:
Steady state
No radiation heat transfer
Water at the condenser outlet is saturated liquid
Water at the absorber and evaporator outlet is
saturated vapour
The generator and condenser are assumed to have
the same pressure at equilibrium
The absorber and evaporator are assumed to have
the same pressure at equilibrium
Pressure losses in the pipes and all heat exchangers
are negligible
Generator
The heat transfer rate from the engine exhaust gas
to the AHP system vapour generator is expressed as:
= 4 . 4 + 7 . 7 3 . 3 (1)
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 2

= . . (, , ) (2) Solution Heat Exchanger

Absorber The rate of heat transfer between the strong and
The heat transfer rate of absorber is [3]: weak solutions is as follow with losses to the
= 10 . 10 + 6 . 6 1 . 1 (3) surroundings are negligible [3]:
= 2 . (3 2 ) (4)
= 4 . (4 5 ) (5)

Figure 1. 1 Combined Diesel or Diesel-Electric System (CODOE)

Figure 2. 1 Vapour Absorption Design

While the heat exchanger effectiveness is below: Figure 2. 2 EES Software

= , , (6)
, ,

Condenser
The heat transfer rate of condenser is [3]:
= 7 . 7 8 . 8 (7)

Evaporator
The heat transfer rate of evaporator is [3]:
= 10 . 10 9 . 9 (8)
EES also includes parametric tables that allow the user
B. Engineering Equation Solver (EES) Software to compare a number of variables at a time. Parametric
tables can also be used to generate plots. It can also
EES is a general equation-solving program that can
integrate, both as a command in code and in tables. It
numerically solve non-linear algebraic and differential
also provides optimization tools that minimize or
equations. The program can also be used to solve
maximize a chosen variable by varying a number of
differential and integral equations, do optimization,
other variables. Lookup tables can be created to store
provide uncertainty analyses, convert units, check unit
information that can be accessed by a call in the code.
consistency, and generate publication-quality plots. A
Code allows the user to input equations in any order and
major feature of is the high accuracy thermodynamic
obtain a solution, but also can contain if-then statements,
and transport property database that is provided for
which can also be nested within each other to create if-
hundreds of substances in a manner that allows it to be
then-else statements. Users can write functions for use in
used with the equation solving capability.
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 3

their code, and also procedures, which are functions with Estimating RPM Based on The Auxilary Engine
multiple outputs. Load
The calculation process to find out the RPM at the
III. RESULTS AND DISSCUSSION
50% load by using equation below:
There are two designed vapour absorption chiller, first 2 ( 100% ) = 771
that works by using main engine exhaust gas and has a 2 ( 100% ) = 1800
cooling capacity of 630 kW, second that works by using 1/3
auxliary engine exhaust gas and has a cooling capacity of 1 (2 )3
1 = ( )
315 kW. 2
1/3
50 (1800)3
A. Exhaust Gas Data of Main Engine =( )
100
As the designed system will work based on = 1269,9 RPM
waste heat recovery system using the heat of
exhaust gas, the first step is to find the main Calculating Exhaust Gas Mass Flow Rate of
engine exhaust gas mass flow rate and its Auxiliary Engine
temperature both from project guide, testbed, and a. Mass Flow Rate of Fuel
manual calculation. f = s.f.c x Power
= 220,8 x 385,5
Table 3. 1 Exhaust Gas Properties at Turbine Outlet = 85118,4 gr/h
Exhaust Gas Heat Mass = 23,644 gr/s
No. Load Temperature Content Flow
(C) (kW) (kg/s)
b. Mass Flow Rate of Air
1 100% 436 4527.8 16.83 v = Volume of air Sweft volume
2 85% 416 3565.3 14.50 v = a
3 75% 434 3354.2 12.60 a x n x Vs
a = v x a x n x Vs
4 50% 454 2444.4 8.49
Source : [4] With: Vs = 0,0321 m3
v = 3,0
Table 3. 2 Exhaust Gas Properties of M/E Test Bed a = 1,167 kg/m3
Exhaust Gas Heat Spesific N = 1267 rev/min
No. Load Temperature Content Heat a = v x a x n x Vs
(C) (kW) (kJ/kg.K) a = 3 x 1,167 x 1267 x 0,032
1 100% 397.5 3807 1.01 = 2365,742 gram/s
2 85% 390.7 3723 1.01
c. Mass Flow Rate of Exhaust Gas
3 75% 380.5 3491 1.01 E = f + a
4 50% 356 3071 1.009 = 23,644 + 2365,742
= 2389,386 gram/s
Based on the above data, the exhaust gas = 2,39 kg/s
temperature will be taken based on the test bed data,
while the exhaust gas mass flow rate will be taken Table 3. 4 Exhaust Gas flow rate of A/E
based on the main engine project guide. mf ma mexh
No. n (rpm)
(gr/s) (gr/s) (kg/s)
B. Exhaust Gas Data of Auxiliary Engine
1 1800 47.29 3361.0 3.408
Beside from main engine, exhaust gas from
2 1635.409 35.47 3053.6 3.089
auxiliary engine could be possible to be used too. But
the flow rate is certainly lower than of main engine. 3 1428.661 23.64 2667.6 2.691
4 1133.929 11.82 2117.3 2.129
Table 3. 3 Exhaust Gas properties of A/E Test Bed
Exhaust Gas Temp. (C) C. Temperature and Pressure Design of Vapour
No. Load
at Turbine Outlet Absorption Chiller
1 100% 315 From papers related to vapour absorption chiller on
both landbased and marine used, here are the data
2 75% 280
taken for initial design:
3 50% 240
4 25% 195 Table 3. 5 VARS designed parameter
Temp. Pressure
No. Component (C) Solution (bar)
H2O +
1 Generator 100 LiBr 0.12352

2 Condensor 50 H2O 0.12352

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 4

3 Evaporator 5 H2O 0.00873

H2O +
4 Absorber 35 LiBr 0.00873

E. VARS using Main Engine Exhaust Gas

D. LiBr-water Concentration
Chart 3. 1 Generator Temperature Vs Circulating Ratio
The vapour absorption system is divided into two

Circulation Ratio ()
concentration state, namely weak and strong solution. Generator Temp. Vs Circulation Ratio
State 1 where the solution concentration is weak and 66.000
state 4 where the solution concentration is strong.
51.000
Figure 3. 1 Pressure-Temperature-Concentration diagram 36.000
for H2O-LiBr solution
21.000

6.000
85 95 105 115
Generator Temp.

Chart 3.1 shows that with the increasing of

generator temperature, circulation ration will
decrease. Higher temperature of LiBr solution will
have higher concentration that lead to lower
circulation ration and the lower required pump
work.
Source: [5]
Table 3. 8 EES Result of VARS with M/E Exhaust Gas
Using the LiBr-water chart, we can find the
solution concentration by inputing the temperature
and pressure of the solution.
Table 3. 6 Solution Concentration

Temp. (C) Pressure (kPa) Concentration

35 0.872 0.565
100 12.352 0.617

The weak concentration is located in state 1,2 and

Chart 3. 2 Generator Temperature Vs Qsystems (Manual)
3. While the strong concentration is located in state
1200.000
Q (kW)

4,5,and 6. The concentration is called as weak when Qg

higher water is consisted in the solution, and vice 1100.000
Qa
versa. 1000.000
Qc
900.000
Table 3. 7 Solution Concentration on Different States
800.000
State Temp. Pressure Concentration 700.000
Point (C) (kPa) (%LiBr)
600.000
85 95 105 115
7 100 12.352 -
Generator Temp.
8 50 12.352 -
9 5 0.87 - Chart 3.2 shows that all components (except
10 5 0.87 - evaporator) have decreasing value of heat transfer
1 35 0.87 56.5 rate as the generator temperature increases. The
highest QG is about 1166 kW at TG= 90C.
2 35 12.352 56.5
3 90.15 12.352 56.5 Chart 3. 3 M/E Load Vs Qgen
4 100 12.352 61.7
5 35 12.352 61.7
6 35 0.87 61.7
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 5

using water-LiBr chart manually is less precision. In

Qgen (kW)
1800.00

1600.00
EES software, properties of water-LiBr solution can
1400.00
be achieved with proper formula and input data like
temperature, pressure, or the solution concentration.
1200.00
Second, during manual calculation, to find
1000.00
properties of the refrigerant (in this case is water) at
800.00 different condition (saturated vapour, saturated
50% 60% 70% 80% 90% 100%
liquid, etc.), experimental formulas were used from
%Load of M/E [3]. The same like in the first reason, EES have a
broad data of any fluid properties that we do not have
According to chart 3.3, the maximum QG= 1691 to check through their properties.
kW. If using the result from manual calculation, this
amount of QG can hardly be reached as TG become
lower than 90C. So EES simulation shall be used to F. VARS using Auxiliary Engine Exhaust Gas
find proper result of QG and TG. Table 3. 10 EES Result (1) of VARS with A/E Exhaust
Gas
Chart 3. 4 Tg Vs Qgen (EES; M/E)
1800

1600

1400
Qgen [kW]

1200

1000

800
80 90 100 110 120 130
Tg [C]

Chart 3. 6 M/E Load Vs Qgen

Different result is achieved from EES software, 700.000
Qgen (kW)

with the maximum QG is nearly 1700 kW when T G= 600.000

90C. Further simulation is done to find the matched
500.000
TG according to each %load of main engine.
400.000
300.000
Chart 3. 5 Tg Vs COP (EES; M/E)
0,8 200.000
100.000
0,7
0.000
20% 40% 60% 80% 100%
0,6 % Load of A/E
COP

0,5
The QG of the designed system in the previous
0,4
calculation was calculated using cooling capacity of
630 kW. So QG have just to be divided by 2 also in
0,3
A/E arrangement. QG= 424,3 kW.
80 90 100
Tg [C]
110 120 130
In chart 4.7, A/E load of lower than 75% can not
provide such wasted heat. These will become a new
COP decreases with even lower temperature of T G. consideration for simulation in EES later.
As COP depends on QG, pump work, and QEvap. The
Chart 3. 7 Tg Vs Qgen (EES; A/E)
best COP lies in temperature of T G more than 100C. 900

In fact in that condition crystallisaton tend to happen,

so some additive shall be used if the vapour 800

absorption system work in this condition.

700
Qgen [kW]

Table 3. 9 Calculation Error of VAR System with M/E 600

exhaust gas
500
QSystem Manual (kW) Software (kW) Error
QAbs 742.53 801.1 7% 400
80 100 120 140
Tg [C]
QG 791.46 849.5 6.8%
QCon 678.90 678.5 0.1% The maximum QG according to simulation result is
about 848 kW with TG = 86,92C. While the
The error in manual calculation happen because of minimum QG is about 423 kW with T G =140C.
two main reasons. First, during manual calculation
Chart 3. 8 Tg Vs COP (EES; M/E)
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 6
0,8
generator component is choosen as a heat exchanger
0,7
(shell and tube type).

0,6 Figure 3. 2 Counterflow Heat Exchanger

COP 0,5

0,4

0,3
80 100 120 140
Tg [C]

The lowest COP lies at TG = 86,92C because at

that point the LiBr-water concentration is very low
that then lead to the high circulation ratio and high
pump work. Beside that at that point QG is at the
highest condition. As we know COP is QEvap divided
by QG + WPump.
Table 3. 11 Calculation Error of VAR System with A/E
exhaust gas
QSystem Manual (kW) Software (kW) Error
QAbs 371.27 400.5
QG 395.73 424.8 6.8%
QCon 339.45 339.2 0.1%
The error in manual calculation happen because of
two main reasons. First, during manual calculation
using water-LiBr chart manually is less precision. In
EES software, properties of water-LiBr solution can
be achieved with proper formula and input data like
temperature, pressure, or the solution concentration.
Second, during manual calculation, to find
properties of the refrigerant (in this case is water) at
different condition (saturated vapour, saturated
liquid, etc.), experimental formulas were used from
[3]. The same like in the first reason, EES have a
broad data of any fluid properties that we do not have
to check through their properties.
G. Back Pressure
Generator component is the place where exhaust
gas flow through to heat the LiBr-water solution. The
Source: [7]
In this thesis, the design of the generator focuses
only on the shell side only to find the pressure drop
of exhaust gas and then the back pressure of the
modified exhaust gas system [8].
2 3.6106
7% = + (9)
5
Where: L= Length of shell side
S =Fluid density (exhaust gas)
Q = Fluid flow rate (exhaust gas)
D = Inside diameter of pipe
According to exhaust gas system drawing, these are
the required input data to design the heat exchanger:
Main Engine
Exhaust gas pipe/manifold diameter= 711 mm
Exhaust gas pipe/manifold thickness= 6,3 mm
Back pressure = 0,637 kPa.
Auxiliary Engine
Exhaust gas pipe/manifold diameter= 323,9 mm
Exhaust gas pipe/manifold thickness= 6,3 mm
Back pressure = 1,17 kPa.

Table 3. 12 Effects of Tg variation (EES result; M/E)

The result resumed in table 3.1 shows that COP, F, to M/E load from 50% to 100%. At 50% Q G= 849,5 kW,
LiBr concentration and all heat flow rate of all at 75% QG= 1264,76 kW, at 85% QG= 1456,19 kW, and
components change with the variation of T G. From at 100% load QG= 1691.97 kW. These heat flow rate can
manual calculation we have calucated the QG according
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098)
be matched with the results stated in table 3.1 for finding
Table 3. 13 Effects of Tg variation (EES; A/E)
The result resumed in table 3.2 shows that COP, F,
LiBr concentration and all heat flow rate of all
components change with the variation of T G. From
manual calculation we have calucated the QG according
to A/E load of 75% and 100%. At 75% QG= 424,9 kW
and at 100% QG= 598 kW. These heat flow rate can be
matched with the results stated in table 3.2 for finding
the matched temperature of T G.
IV. CONCLUSION
Based on the data analysis using both manual
calculation and software simulation, conclusions can be
made as follows:
1.The designed vapour absorption chiller system can
replace the existed vapour compression chiller
system by reusing the wasted energy contained in
exhaust gas from either main engine or auxiliary
engine. It can work satisfactorily with 50% load until
100% load of main engine, and with 75% load until
100% load of auxiliary engine. The designed chiller
system that works with main engine exhaust gas can
work optimally during 50% load of main engine. At
50% load of main engine, the chiller can work
exactly in the designed temperature (T G=100C). For
the designed chiller system that works with auxiliary
engine exhaust gas, at 75% load of auxiliary engine
the chiller can work optimally and exactly in the
designed temperature (TG=100C).
2.With the increasing of TG, there is decreasing of
circulation ratio because higher temperature of T G
can affect to the lower water-LiBr concentration.
REFERENCES
[1] Dicky Nalendra Satriananda, "On the Job Training (I)
Report," Surabaya, 2015.
[2] C Ezgi, "Design and Thermodynamic Analysis of an
H2OLiBr AHP system for naval surface ship
application," International Journal of Refrigeration,
2014.
[3] Sachin Kaushik and S. Singh, "Thermodynamic
Analysis of Vapor Absorption," International
Journal For Research In Applied Science And
Engineering Technolo Gy (Ijraset), p. Vol. 2 Issue II,
7
the matched temperature of T G.
This further can lead into the decreasing of the
required pump work. The best COP of 0,74 lies in
50% load for the designed chiller with main engine
exhaust gas and in 75% load for the designed chiller
with auxiliary engine exhaust gas. Actually higher
COP can be achieved during operation at <50% load
of main engine or <75% load of auxiliary engine. But
operating in this point can increase the risk of
crystallisation as the mixed solution of water-LiBr
will have even higher temperature (T G).
Table 5. 1 Chiller system with main engine exhaust gas
% MCR Tg (C)
50% 100
75% 87.56
85% 87.18
100% 86.92
Table 5. 2 Chiller system with auxiliary engine exhaust gas
% MCR Tg (C)
75% 100
100% 87.8
3.The back pressure effect of the modified exhaust gas
system is accepted within the maximum limit of back
pressure of 3 kPa. The back pressure due to modified
exhaust gas system is 0,637 kPa for main engine
exhaust gas system while is about 1,17 kPa for
auxiliary engine exhaust gas system.
2014.
[4] MAN B&W, V28/33D STC Project Guide-Marine.
[5] IIT Kharagpur, "Vapour Absorption Refrigeration
Systems," 2015.
[6] ASHRAE, ASHRAE Handbook., 2009.
[7] Yunus A. Cengel, Heat Tranfer.
[8] CAT, Application and Installation Guide: Exhaust
Gas System. United States of America, 2011.
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098)
[9] Dawei Wu, Aitor Juando, Tony Roskilly, and
Guohong. Tian, "Development of ship engine heat
driven absorption refrigeration and cooling storage
system," 2013.
[10] M. Thimmaiah and T.K. Chandrashekar, "A
Simulation Study on Performance Evaluation of
Single-Stage Libr-H2O Vapour Absorption Heat
Pump for Chip Cooling," International Journal of
Sustainable Built Environment, 2016.
[11] Pongsid Srikhirin, Satha Aphornratana, and
Supachart. Chungpaibulpatana, "A review of
absorption refrigeration technologies".
[12] Donald Kern Q., Process Heat Transfer. United
States of America, 1965.
[13] A Mayer, "Number-based Emission Limits, VERT-
DPF-Verification Procedure and Experience with
8,000 Retrofits," VERT, 2004.
8
[14] Mr. Chilukuri Maheshwar, "Using Vapour
Absorption Systems for Ships' Air Conditioning
System".
[15] J.S. Jadhao and D.G. Thombare, "Review on
Exhaust Gas Heat Recovery for I.C. Engine,"
International Journal of Engineering and
Innovative Technology (IJEIT), pp. Volume 2, Issue
12, 2013.
[16] Z. Crepinsek and D., Krope, J. Goricanec,
"Comparison of the performances of absorption
refrigeration cycles," 2000.
[17] Caterpillar, C32-A Project Guide.
[18] U.S. Department of Energy, "Waste Heat Recovery:
Technology and Opportunities in U.S. Industry,"
2008.