车用有机朗肯底循环系统研究
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摘要
降低二氧化碳排放是我国目前节能工作中亟需解决的关键问题，提高车用内燃机的燃料热效率是一个有效的解决途径。基于有机朗肯循环的车用内燃机余热利用是提高燃料热效率的有效途径，然而在实际应用中，还有许多理论和工程问题需要解决。本文针对采用有机朗肯循环的车用内燃机余热利用，从有机工质的选择、有机朗肯循环系统结构设计、有机朗肯循环与车用内燃机的匹配、蒸发器的性能分析等几个方面进行了理论分析。随后，采用本单位研发的单螺杆膨胀机，设计了有机朗肯循环的实验系统，并进行了初步的实验研究。本文的主要研究工作如下：
针对车用有机朗肯循环的工作条件，对比分析了九种高沸点单组份干工质的热力学性能。考虑的工质具体包括：R113、R141b、R123、R245ca、R11、R245fa、R236ea、R114、R600（丁烷）。理论分析的结果表明九种有机工质的热效率相差不大，R11和R141b稍高于其它工质，但是随着蒸发压力和冷凝温度的变化，各有机工质的可行工作区域有很大差别，R11、R141b、R123、R245fa和R245ca的可行工作区域优于其它有机工质。在此基础上，结合工质的环保和安全性能评估，认为R245fa是九种有机工质中最适合于车用有机朗肯循环使用的工质。
在考虑车辆上的实际工作条件下，从理论上分析了简单有机朗肯循环、带回热器的有机朗肯循环、带开式回热器的抽气回热式有机朗肯循环、带闭式回热器的抽气回热式有机朗肯循环、带再热器的有机朗肯循环等五种不同结构的有机朗肯循环系统的工作特性。采用遗传算法，构建了每一种有机朗肯循环的优化数学模型，分析了膨胀机入口压力、冷凝器出口温度、有机工质过热度、膨胀机等熵效率等工作参数对循环最大热效率的影响。优化分析的结果表明采用带回热器的有机朗肯循环具有较高的热效率，同时具有较低的损率，适合于车用有机朗肯循环使用。
利用车用汽油机性能试验的数据，分析了其余热能随内燃机转速和内燃机输出转矩变化的分布特性。在此基础上，设计了针对车用汽油机的双有机朗肯循环来实现同时回收排气系统余热能和冷却系统余热能，采用R245fa为工质的高温有机朗肯循环来回收排气余热能，采用R134a为工质的低温有机朗肯循环来回收冷却系统余热能和高温有机朗肯循环的残余热能。理论分析的结果表明：在内燃机有效热效率的高峰区域内，组合系统（包含内燃机的动力循环和双有机朗肯循环）的输出功率提高量较小，为14~16%；在内燃机小负荷区域内，组合系统的输出功率提高量最大，为30~50%。在内燃机的整个工作范围内，组合系统的有效热效率提高了3到6个百分点。
利用车用柴油机性能试验的数据，分析了其余热能的分布特性，设计了车用柴油机用双有机朗肯循环来实现同时回收排气系统和冷却系统余热能。采用R245fa为工质的高温有机朗肯循环来回收排气系统余热能，采用R134a为工质的低温有机朗肯循环来回收压气机出口的进气中冷余热能、冷却系统余热能和高温有机朗肯循环的残余热能。理论分析的结果表明：在内燃机有效热效率的高峰区域内，组合系统的输出功率提高量较小，为14~16%，在内燃机小负荷和高转速区域内，组合系统的输出功率提高量最大，为38~43%。在内燃机的整个工作范围内，组合系统的有效燃油消耗率也大幅下降。
针对车用柴油机排气余热能利用，设计了一种能承受高温高压的管翅式蒸发器。基于设计的蒸发器几何尺寸，构建了分析蒸发器传热性能的数学模型，编写了蒸发器传热性能分析软件。针对R425柴油机的排气余热回收，分析的结果表明：蒸发器出口的排气温度随着内燃机功率的升高而增加；尽管蒸发器管侧有机工质的对流传热系数远大于壳侧排气的对流传热系数，总传热系数仅比排气侧稍高；预热区的传热量最大，过热区的最小，相应地，预热区的传热面积约占总传热面积的一半，而过热区的传热面积稍高于两相区。蒸发器的传热面积必须根据内燃机的常用工况来优化选择。
针对内燃机排气余热回收，搭建了有机朗肯循环系统性能实验平台，采用自主开发的管翅式蒸发器和10kW单螺杆膨胀机，开展了初步的实验研究工作。
Reducing CO2emission is a critical issue for Chinese energy conservation policy.Improving the thermal efficiency of internal combustion engine is an effective solution.At present, using an organic Rankine cycle (ORC) to recover engine waste heat isconsidered the most feasible technology. However, it is found that there are manytheoretical and practical problems required to be solved. In this thesis, waste heatrecovery of internal combustion engine has been investigated, which included selectionof the working fluid, system structure design of organic Rankine cycle, application oforganic Rankine cycle for automotive engine. An experimental platform of organicRankine cycle was established with a finned-tube evaporator and a single screwexpander, and then a preliminary experiment was conducted. These efforts provide somebasic experiences and data for the subsequent theoretical investigation and the practicalapplication on vehicle. The main research works are summarized as follows:
Taking into account the operation conditions of organic Rankine cycle assembled ona running vehicle, the thermodynamic performances of nine pure working fluids withhigh normal boiling points, which were R113, R141b, R123, R245ca, R11, R245fa,R236ea, R114, R600(butane), were compared and analyzed. The results indicate that thethermal efficiencies are very close among these working fluids and the efficiencies ofR11and R141b are a bit higher than that of others. However, when the evaporationpressure and the condensation temperature vary, the feasible working regions of thesenine working fluids are quite different. The feasible working regions of R11, R141b,R123, R245fa, and R245ca are better than others. Subsequently, the secure andenvironmental properties were evaluated. As a result, R245fa is the most suitable one forengine waste heat recovery.
The operating characteristics of five various ORCs, which included a simple ORC,an ORC with an internal heat exchanger (IHE), an ORC with an open feed organic fluidheater (OFOH), an ORC with a closed feed organic fluid heater (CFOH), and an ORCwith a reheater, were analyzed theoretically for engine waste heat recovery. Theoptimization mathematical model for each ORC was obtained using a genetic algorithm.The influences of the expander inlet pressure, the condenser outlet temperature, theworking fluid superheated temperature, and the expander isentropic efficiency on themaximum thermal efficiency were estimated. The results show that the ORC with anIHE has a higher thermal efficiency and a lower exergy destruction rates, and is the bestchoice for vehicular application.
The performance MAP of a gasoline engine was measured on an engine test benchand the heat quantities wasted by the exhaust and coolant systems were obtained and compared within the engine’s entire operating region. Based on these data, thecharacteristics of a novel system combining a gasoline engine with a dual loop ORCwhich recovered the waste heat from both the exhaust and coolant systems was analyzed.A high temperature loop recovers the exhaust heat while a low temperature loop recoversboth the residual high temperature loop heat and the coolant heat. The workingparameters of a dual loop ORC were defined, and the performance of a combinedengine-ORC system was evaluated across this entire region. The results show that the netpower of the low temperature loop is higher than that of the high temperature loop, andthe relative output power improves by from14%to16%in the peak effective thermalefficiency region and from30%to50%in the small load region, and the absoluteeffective thermal efficiency increases by3~6%throughout the engine’s operating region.
The performance MAP of a light-duty diesel engine was created using an engine testbench. The heat waste from the exhaust, the intake air, and the coolant were calculatedand compared throughout the engine’s entire operating region. Based on these data, thecharacteristic of a novel system combining a vehicular light-duty diesel engine with adual loop ORC, which recovered waste heat from the engine exhaust, intake air, andcoolant, was analyzed. A high temperature loop recovers the exhaust heat, whereas a lowtemperature loop recovers the residual heat from the high temperature loop and the wasteheat from both the intake air and the coolant. The working parameters of the dual loopORC were defined, and the performance of the combined engine–ORC system wasevaluated across this entire region. The results show that the net power of the lowtemperature loop is higher than that of the high temperature loop, and the relative outputpower improves from14%to16%in the peak effective thermal efficiency region andfrom38%to43%in the small load region. In addition, the brake specific fuelconsumption (bsfc) of the combined system decreases significantly throughout theengine’s operating region.
A finned-tube evaporator was designed to recover the exhaust waste heat of a dieselengine, which could work under the high temperature and pressure conditions. Amathematical model of the evaporator was determined based on the detailed geometryand the specific ORC working conditions. Accordingly, a program was created toanalyze the evaporator performance as the diesel engine running through all of itsoperating regions defined by the engine speed and engine load. The results show that theexhaust temperature at the evaporator outlet increases with engine speed and engine load.Although the convective heat transfer coefficient of the organic working fluid issignificantly larger than that of the exhaust gas, the overall heat transfer coefficient isslightly greater than that of the exhaust gas. Furthermore, the heat transfer rate is thegreatest in the preheated zone and least in the superheated zone. Consequently, the heattransfer area for the preheated zone is nearly half of the total area. In addition, the area ofthe superheated zone is slightly greater than that of the two-phase zone. It is concluded that the heat transfer area for a finned tube evaporator should be selected carefully basedon the engine’s most typical operating region.
The experimental platform of ORC system for engine exhaust heat recovery wasbuilt up using a10kW single screw expander and the designed finned-tube evaporator.Subsequently, a preliminary test and discussion were carried out.
针对车用有机朗肯循环的工作条件，对比分析了九种高沸点单组份干工质的热力学性能。考虑的工质具体包括：R113、R141b、R123、R245ca、R11、R245fa、R236ea、R114、R600（丁烷）。理论分析的结果表明九种有机工质的热效率相差不大，R11和R141b稍高于其它工质，但是随着蒸发压力和冷凝温度的变化，各有机工质的可行工作区域有很大差别，R11、R141b、R123、R245fa和R245ca的可行工作区域优于其它有机工质。在此基础上，结合工质的环保和安全性能评估，认为R245fa是九种有机工质中最适合于车用有机朗肯循环使用的工质。
在考虑车辆上的实际工作条件下，从理论上分析了简单有机朗肯循环、带回热器的有机朗肯循环、带开式回热器的抽气回热式有机朗肯循环、带闭式回热器的抽气回热式有机朗肯循环、带再热器的有机朗肯循环等五种不同结构的有机朗肯循环系统的工作特性。采用遗传算法，构建了每一种有机朗肯循环的优化数学模型，分析了膨胀机入口压力、冷凝器出口温度、有机工质过热度、膨胀机等熵效率等工作参数对循环最大热效率的影响。优化分析的结果表明采用带回热器的有机朗肯循环具有较高的热效率，同时具有较低的损率，适合于车用有机朗肯循环使用。
利用车用汽油机性能试验的数据，分析了其余热能随内燃机转速和内燃机输出转矩变化的分布特性。在此基础上，设计了针对车用汽油机的双有机朗肯循环来实现同时回收排气系统余热能和冷却系统余热能，采用R245fa为工质的高温有机朗肯循环来回收排气余热能，采用R134a为工质的低温有机朗肯循环来回收冷却系统余热能和高温有机朗肯循环的残余热能。理论分析的结果表明：在内燃机有效热效率的高峰区域内，组合系统（包含内燃机的动力循环和双有机朗肯循环）的输出功率提高量较小，为14~16%；在内燃机小负荷区域内，组合系统的输出功率提高量最大，为30~50%。在内燃机的整个工作范围内，组合系统的有效热效率提高了3到6个百分点。
利用车用柴油机性能试验的数据，分析了其余热能的分布特性，设计了车用柴油机用双有机朗肯循环来实现同时回收排气系统和冷却系统余热能。采用R245fa为工质的高温有机朗肯循环来回收排气系统余热能，采用R134a为工质的低温有机朗肯循环来回收压气机出口的进气中冷余热能、冷却系统余热能和高温有机朗肯循环的残余热能。理论分析的结果表明：在内燃机有效热效率的高峰区域内，组合系统的输出功率提高量较小，为14~16%，在内燃机小负荷和高转速区域内，组合系统的输出功率提高量最大，为38~43%。在内燃机的整个工作范围内，组合系统的有效燃油消耗率也大幅下降。
针对车用柴油机排气余热能利用，设计了一种能承受高温高压的管翅式蒸发器。基于设计的蒸发器几何尺寸，构建了分析蒸发器传热性能的数学模型，编写了蒸发器传热性能分析软件。针对R425柴油机的排气余热回收，分析的结果表明：蒸发器出口的排气温度随着内燃机功率的升高而增加；尽管蒸发器管侧有机工质的对流传热系数远大于壳侧排气的对流传热系数，总传热系数仅比排气侧稍高；预热区的传热量最大，过热区的最小，相应地，预热区的传热面积约占总传热面积的一半，而过热区的传热面积稍高于两相区。蒸发器的传热面积必须根据内燃机的常用工况来优化选择。
针对内燃机排气余热回收，搭建了有机朗肯循环系统性能实验平台，采用自主开发的管翅式蒸发器和10kW单螺杆膨胀机，开展了初步的实验研究工作。
Reducing CO2emission is a critical issue for Chinese energy conservation policy.Improving the thermal efficiency of internal combustion engine is an effective solution.At present, using an organic Rankine cycle (ORC) to recover engine waste heat isconsidered the most feasible technology. However, it is found that there are manytheoretical and practical problems required to be solved. In this thesis, waste heatrecovery of internal combustion engine has been investigated, which included selectionof the working fluid, system structure design of organic Rankine cycle, application oforganic Rankine cycle for automotive engine. An experimental platform of organicRankine cycle was established with a finned-tube evaporator and a single screwexpander, and then a preliminary experiment was conducted. These efforts provide somebasic experiences and data for the subsequent theoretical investigation and the practicalapplication on vehicle. The main research works are summarized as follows:
Taking into account the operation conditions of organic Rankine cycle assembled ona running vehicle, the thermodynamic performances of nine pure working fluids withhigh normal boiling points, which were R113, R141b, R123, R245ca, R11, R245fa,R236ea, R114, R600(butane), were compared and analyzed. The results indicate that thethermal efficiencies are very close among these working fluids and the efficiencies ofR11and R141b are a bit higher than that of others. However, when the evaporationpressure and the condensation temperature vary, the feasible working regions of thesenine working fluids are quite different. The feasible working regions of R11, R141b,R123, R245fa, and R245ca are better than others. Subsequently, the secure andenvironmental properties were evaluated. As a result, R245fa is the most suitable one forengine waste heat recovery.
The operating characteristics of five various ORCs, which included a simple ORC,an ORC with an internal heat exchanger (IHE), an ORC with an open feed organic fluidheater (OFOH), an ORC with a closed feed organic fluid heater (CFOH), and an ORCwith a reheater, were analyzed theoretically for engine waste heat recovery. Theoptimization mathematical model for each ORC was obtained using a genetic algorithm.The influences of the expander inlet pressure, the condenser outlet temperature, theworking fluid superheated temperature, and the expander isentropic efficiency on themaximum thermal efficiency were estimated. The results show that the ORC with anIHE has a higher thermal efficiency and a lower exergy destruction rates, and is the bestchoice for vehicular application.
The performance MAP of a gasoline engine was measured on an engine test benchand the heat quantities wasted by the exhaust and coolant systems were obtained and compared within the engine’s entire operating region. Based on these data, thecharacteristics of a novel system combining a gasoline engine with a dual loop ORCwhich recovered the waste heat from both the exhaust and coolant systems was analyzed.A high temperature loop recovers the exhaust heat while a low temperature loop recoversboth the residual high temperature loop heat and the coolant heat. The workingparameters of a dual loop ORC were defined, and the performance of a combinedengine-ORC system was evaluated across this entire region. The results show that the netpower of the low temperature loop is higher than that of the high temperature loop, andthe relative output power improves by from14%to16%in the peak effective thermalefficiency region and from30%to50%in the small load region, and the absoluteeffective thermal efficiency increases by3~6%throughout the engine’s operating region.
The performance MAP of a light-duty diesel engine was created using an engine testbench. The heat waste from the exhaust, the intake air, and the coolant were calculatedand compared throughout the engine’s entire operating region. Based on these data, thecharacteristic of a novel system combining a vehicular light-duty diesel engine with adual loop ORC, which recovered waste heat from the engine exhaust, intake air, andcoolant, was analyzed. A high temperature loop recovers the exhaust heat, whereas a lowtemperature loop recovers the residual heat from the high temperature loop and the wasteheat from both the intake air and the coolant. The working parameters of the dual loopORC were defined, and the performance of the combined engine–ORC system wasevaluated across this entire region. The results show that the net power of the lowtemperature loop is higher than that of the high temperature loop, and the relative outputpower improves from14%to16%in the peak effective thermal efficiency region andfrom38%to43%in the small load region. In addition, the brake specific fuelconsumption (bsfc) of the combined system decreases significantly throughout theengine’s operating region.
A finned-tube evaporator was designed to recover the exhaust waste heat of a dieselengine, which could work under the high temperature and pressure conditions. Amathematical model of the evaporator was determined based on the detailed geometryand the specific ORC working conditions. Accordingly, a program was created toanalyze the evaporator performance as the diesel engine running through all of itsoperating regions defined by the engine speed and engine load. The results show that theexhaust temperature at the evaporator outlet increases with engine speed and engine load.Although the convective heat transfer coefficient of the organic working fluid issignificantly larger than that of the exhaust gas, the overall heat transfer coefficient isslightly greater than that of the exhaust gas. Furthermore, the heat transfer rate is thegreatest in the preheated zone and least in the superheated zone. Consequently, the heattransfer area for the preheated zone is nearly half of the total area. In addition, the area ofthe superheated zone is slightly greater than that of the two-phase zone. It is concluded that the heat transfer area for a finned tube evaporator should be selected carefully basedon the engine’s most typical operating region.
The experimental platform of ORC system for engine exhaust heat recovery wasbuilt up using a10kW single screw expander and the designed finned-tube evaporator.Subsequently, a preliminary test and discussion were carried out.
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