全尺寸多工况柴油机 S

以柴油机烟气试验数据为初始条件和边界，建立了S-CO 2再压缩布雷顿循环（SCRBC）的布置并对S-CO 2进行了优化对6EX340EF、6L16/24、CHD622V20柴油机布雷顿循环（SCBC）系统进行了研究。此外，模型的准确性还通过桑迪亚国家实验室（SNL）的测试数据进行了验证。同时，参数优化通过多目标遗传算法（MOGA）确定最佳系统运行条件。最后，从效率、净输出功率、燃油消耗率和火用等方面综合评估了SCBC应用于船用发动机烟气余热回收（WHR）的可行性。结果表明，在优化配置的再压缩布雷顿循环布局下，低速船用柴油机在100%负荷下可达到最大总效率提升1.68%，燃油消耗率降低6.43 g/kWh。净输出功率增加至178。14千瓦；船用中速柴油机100%负载时最大总效率提升2.37%，燃油消耗率降低11.60克/千瓦时，最大净输出功率提升至31.69千瓦；高速船用柴油机在25%负载下可达到最大总效率提升1.00%，燃油消耗率降低5.58克/千瓦时，最大净输出功率提升至21.54千瓦。通过比较船用柴油机的SCRBC，高速发动机的烟气WHR效率最高，中速发动机次之，低速发动机最后。通过火用分析，冷却器、烟气换热器和高温同流换热器 (HTR) 模块是 SCRBC 系统的薄弱环节，

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With the diesel engine test data of the flue gas as the initial conditions and the boundaries, the arrangement of the S-CO2 recompression Brayton cycle (SCRBC) was established and the optimization of the S-CO2 Brayton cycle (SCBC) system for 6EX340EF, 6L16/24, and CHD622V20 diesel engine were studied. Additionally, the model accuracy was validated with the test data from Sandia National Laboratories (SNL). Meanwhile, the parameter optimization determined the optimal system operating conditions via a multi-objective genetic algorithm (MOGA). Finally, the feasibility of the SCBC applied in flue gas waste heat recovery (WHR) for marine engines was comprehensively assessed from the efficiency, net output power, fuel consumption rate, and exergy. The results showed that with the recompression Brayton cycle layout in the optimal configuration, the low-speed marine diesel engine could reach 1.68% of the maximum total efficiency improvement and 6.43 g/kWh of the fuel consumption rate reduction at 100% load, the maximum net output power increased to 178.14 kW; the medium-speed marine diesel engine could reach 2.37% of the maximum total efficiency improvement and 11.60 g/kWh of the fuel consumption rate reduction at 100% load, the maximum net output power increased to 31.69 kW; the high-speed marine diesel engine could reach 1.00% of the maximum total efficiency improvement and 5.58 g/kWh of the fuel consumption rate reduction at 25% load, the maximum net output power increased to 21.54 kW. By comparing the SCRBC of the marine diesel engine, the high-speed engine has the highest efficiency of flue gas WHR, followed by the medium-speed engine and finally, the low-speed engine. The cooler, flue gas heat exchanger, and high-temperature recuperator (HTR) modules were the weak points of the SCRBC system through the exergy analysis, and further optimization of the SCRBC system can be extended to other engines to improve efficiency and emission.