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Marine diesel engine tail gas waste heat power generation system utilizing S-CO2 and ORC combined cycle

A technology of S-CO2, marine diesel engine, applied in the field of power generation system, can solve problems such as increased ship operating cost and ship environment, and achieve the effects of reducing device volume, saving water resources, and reducing compression work

Active Publication Date: 2016-01-20
HARBIN ENG UNIV
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

Ships are means of transportation with huge energy consumption. On the one hand, high energy consumption increases the operating cost of ships, and on the other hand, it also brings serious environmental problems to the operation of ships.

Method used

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  • Marine diesel engine tail gas waste heat power generation system utilizing S-CO2 and ORC combined cycle
  • Marine diesel engine tail gas waste heat power generation system utilizing S-CO2 and ORC combined cycle
  • Marine diesel engine tail gas waste heat power generation system utilizing S-CO2 and ORC combined cycle

Examples

Experimental program
Comparison scheme
Effect test

Embodiment approach 1

[0031] The heat exchanger 1 is a finned tube heat exchanger. The diesel engine exhaust enters from the lower end of the heat exchanger and flows out from the upper end. The medium flowing in the tube is heat transfer oil. The internal pipe section of the heat exchanger is divided into two parts, and the upper pipe section is an ORC cycle. The system provides 160°C heat transfer oil as its heat source, and the heat transfer oil transfers heat to the organic working fluid through the heat exchanger 16 of the ORC circulation system. The lower pipe section provides 280°C heat transfer oil as its heat source for the supercritical CO2 cycle system. A critical CO2 cycle system transfers heat to CO2.

[0032] In the supercritical CO2 cycle power generation system, the state point of CO2 entering the first compressor 13 is (31°C, 7.31MPa) and compressed, then cooled to 31°C by seawater again, and enters the second stage compressor 10 for further compression. The CO2 at the outlet of th...

Embodiment approach 2

[0036] The heat exchanger 1 is a finned tube heat exchanger. The diesel engine exhaust enters from the lower end of the heat exchanger and flows out from the upper end. The medium flowing in the tube is heat transfer oil. The internal pipe section of the heat exchanger is divided into two parts, and the upper pipe section is an ORC cycle. The system provides 160°C heat transfer oil as its heat source, and the heat transfer oil transfers heat to the organic working fluid through the heat exchanger 16 of the ORC circulation system. The lower pipe section provides 280°C heat transfer oil as its heat source for the supercritical CO2 cycle system. A critical CO2 cycle system transfers heat to CO2.

[0037] In the supercritical CO2 cycle power generation system, the state point of CO2 entering the compressor 13 is (31°C, 7.31MPa) and then compressed by seawater to cool down to 31°C again, and enter the second stage compressor 10 for further compression. The CO2 at the outlet of the ...

Embodiment approach 3

[0041] Such as image 3 shown. The ORC cycle power generation subsystem and the supercritical CO2 cycle system are independent of each other.

[0042] The heat exchanger 1 is a finned tube heat exchanger. The diesel engine exhaust enters from the lower end of the heat exchanger and flows out from the upper end. The medium flowing in the tube is heat transfer oil. The internal pipe section of the heat exchanger is divided into two parts, and the upper pipe section is an ORC cycle. The system provides 160°C heat transfer oil as its heat source, and the heat transfer oil transfers heat to the organic working fluid through the heat exchanger 16 of the ORC circulation system. The lower pipe section provides 280°C heat transfer oil as its heat source for the supercritical CO2 cycle system. A critical CO2 cycle system transfers heat to CO2.

[0043] In the supercritical CO2 cycle power generation system, the state point of CO2 entering the compressor 13 is (31°C, 7.31MPa) and then ...

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Abstract

The invention aims at providing a marine diesel engine tail gas waste heat power generation system utilizing an S-CO2 and ORC combined cycle. The system comprises a diesel engine exhaust heat exchanger, a super-critical CO2 cycle power generation system and an ORC cycle power generation system. The super-critical CO2 system and the ORC system jointly recycle tail gas waste heat of a diesel engine. The device is composed of the super-critical CO2 circulating system and the ORC circulating system matched with the super-critical CO2 circulating system. Heat conducting oil is adopted as a heat transfer medium, and the tail gas waste heat is transmitted to the super-critical CO2 circulating system and the ORC circulating system and serves as a heat source for the two circulating systems. The super-critical CO2 circulating system and the ORC circulating system are matched for power generation. A finned tube heat exchanger is connected to a diesel engine exhaust channel, the heat conducting oil passes through a channel inside heat exchanger tubes, and diesel engine tail gas passes through channels outside the tubes. The exhaust waste heat energy of the marine diesel engine is effectively recycled and converted into electric energy, waste heat of a marine main engine is comprehensively recycled, the heat efficiency of the diesel engine is remarkably improved, and the ship EEDI energy-consumption index is reduced.

Description

technical field [0001] The invention relates to a power generation system, in particular to a ship power generation system. Background technique [0002] The energy issue has become a top priority issue in economic development. Ships are means of transportation with huge energy consumption. On the one hand, high energy consumption increases the operating cost of ships, and on the other hand, it also brings serious environmental problems to the operation of ships. How to effectively reduce ship energy consumption is a realistic and important issue. The International Maritime Organization (IMO) has adopted EEDI (Energy Efficiency Design Index, New Ship Energy Efficiency Design Index) as an index to evaluate the energy consumption level of ship design. The low energy utilization efficiency of ships will not only face high fuel costs, but also face additional costs. fines to compensate for damage to the environment. As the main power of the ship, the thermal efficiency of the...

Claims

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Application Information

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IPC IPC(8): F02G5/02F02G5/04F01K25/10F01K23/02F01K7/32
CPCY02E20/14Y02T10/12
Inventor 张文平侯胜亚张新玉明平剑柳贡民曹贻鹏国杰
Owner HARBIN ENG UNIV
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