Apparatus and method for improving performance of diesel engines

Abstract

An apparatus (102) and a method (400) for improving the performance of a diesel engine (104) are disclosed. The apparatus (102) has a charge air cooler (114) and a cooling system (112). The cooling system (112) has an inlet (320) for receiving a heated fluid (106) generated using the waste heat of the diesel engine (104). The cooling system (112) is configured to use thermal energy from the heated fluid (106) to cool a fluid (118) within the cooling system (112). The charge air cooler (114) has a cool fluid inlet (224) fluidically connectable to the cooling system (112) to receive the fluid (118). The charge air cooler (112) is configured to cool an engine air (108A) to be supplied to the diesel engine (104) using the fluid (118), thereby increasing the performance and efficiency of the diesel engine (104).

Description

APPARATUS AND METHOD FOR IMPROVING PERFORMANCE OF DIESEL ENGINESTECHNICAL FIELD

[0001] The present disclosure generally relates to diesel engines and, more particularly relates, to an apparatus and a method for improving the performance of diesel engines using waste heat of the diesel engine.BACKGROUND

[0002] Diesel engines find widespread application in various industrial and transportation settings, particularly dominating the field of marine transportation for propulsion purposes. Continuous efforts have been made to improve the performance of diesel engines, with one common approach being the utilization of turbochargers in diesel engines. In this configuration, the turbocharger receives exhaust gas from the diesel engine. The exhaust gas rotates a turbine of the turbocharger, which in turn, drives a compressor through a rotor. The compressor, through the rotary motion of the rotor, draws in ambient air and compresses the same to be supplied to the diesel engine for combustion.

[0003] Techniques have been utilized to cool the compressed air before being supplied to the diesel engine. Such techniques are dependent on ambient water and air temperatures and thereby the cooling is limited to the ambient temperature of water and air. Further, being dependent on the ambient temperature of water and air, the cooling may not be uniform in different geographical locations and at different weather conditions.SUMMARY

[0004] In order to solve the foregoing problem and to provide other advantages, one aspect of the present disclosure is to provide an apparatus for improving the performance of a diesel engine. The apparatus has a charge air cooler and a cooling system. The cooling system has an inlet for receiving a heated fluid generated using the waste heat of the diesel engine. The cooling system is configured to use thermal energy from the heated fluid to cool a fluid within the cooling system. The charge air cooler has a cool fluid inlet fluidically connectable to the cooling system to receivethe fluid. The charge air cooler is configured to further reduce the temperature of the engine air to be supplied to the diesel engine using the fluid.

[0005] It is an advantage of the present disclosure that the overall performance, power, and efficiency of the diesel engine are enhanced, as the temperature of the engine air is further reduced by the apparatus before being conveyed to the diesel engine for combustion. For example, the temperature of the engine air can be reduced below the ambient air or water temperature. Further, as the cooling of the engine air is achieved using the fluid provided by the cooling system, a more uniform cooling of the engine air can be achieved. Further, the apparatus makes use of the waste thermal energy generated by the diesel engine to cool the fluid for cooling the engine air, thereby reducing or eliminating the need for additional energy for cooling the engine air.

[0006] In an aspect of the apparatus, the heated fluid is generated from the waste heat of a cooling jacket of the diesel engine. Thus, the waste heat from the cooling jacket of the diesel engine is efficiently used for cooling the engine air before being supplied to the diesel engine for combustion, instead of discharging it to the environment.

[0007] In an aspect of the apparatus, the heated fluid is generated from the thermal energy of a steam dump condenser associated with the diesel engine. The waste heat from the exhaust gas of the diesel engine is used to generate steam in a boiler associated with the diesel engine. Excess steam generated in the boiler can be dumped in the steam dump condenser. The thermal energy of the steam dumped in the steam dump condenser is used to generate the heated fluid for cooling the fluid in the cooling system. Thus, the thermal energy of the steam dumped in the steam dump condenser associated with the diesel engine is efficiently used for cooling the engine air before being supplied to the diesel engine for combustion, instead of discharging it to the environment.

[0008] In an aspect of the apparatus, the cooling system is an absorption chiller. The absorption chiller is configured to use the thermal energy from the heated fluid of the diesel engine to cool the fluid within the absorption chiller. The thermal energy is the waste heat from the cooling jacket of the diesel engine or the thermal energy of the steam dumped in the steam dump condenser. Instead of discharging the thermal energy directly to the environment, the absorption chiller uses the thermal energy from the heated fluid of the diesel engine to cool the fluid flowing inside theabsorption chiller. The cold fluid is used by the charge air cooler to further reduce the temperature of the engine air before being supplied to the diesel engine for combustion.

[0009] In an aspect of the apparatus, the charge air cooler is one of a parallel-flow heat exchanger or a counter-flow heat exchanger. The charge air cooler receives the fluid ( / .e., the cold fluid) from the cooling system and uses the cold fluid to cool the engine air before being supplied to the diesel engine for combustion. The thermal energy from the cold fluid is exchanged with the engine air, thereby prompting the cold engine air within the diesel engine for combustion. This increases the overall performance, power, and efficiency of the diesel engine.

[0010] In an aspect of the apparatus, the heated fluid and the fluid are water. Thus, the apparatus uses water as the working fluid for converting the waste heat of the diesel engine to cool the engine air.

[0011] In an aspect of the apparatus, the waste heat of the diesel engine is also utilized to increase the viscosity of the fuel supplied to the diesel engine. The increase in the viscosity of the fuel enhances the combustion quality which in turn improves the fuel efficiency of the diesel engine. Additionally, the increase in the viscosity of the fuel reduces the chances of wear of one or more components of a fuel injection system, such as a fuel pump, a fuel injector, an injection nozzle, etc. Therefore, the thermal energy of the steam dump condenser can also be utilized to increase the viscosity of the fuel to be supplied to the diesel engine.

[0012] In an aspect, a method for improving the performance of a diesel engine is disclosed. The method includes receiving, by a cooling system, a heated fluid generated using the waste heat of the diesel engine. The cooling system is configured to use thermal energy from the heated fluid to cool a fluid within the cooling system. The method further includes receiving, by a charge air cooler, the fluid from the cooling system. The method further includes cooling, by the fluid, an engine air before being supplied to the diesel engine. It is an advantage of the present disclosure that the overall performance, power, and efficiency of the diesel engine are enhanced, as the temperature of the engine air is reduced before being conveyed to the diesel engine for combustion. More specifically, the waste heat from the diesel engine is efficiently used for cooling the engine air before being supplied to the diesel engine for combustion, instead of directly discharging it to the environment.

[0013] In an aspect of the method, the heated fluid is generated from the waste heat of a cooling jacket of the diesel engine. Thus, the waste heat from the cooling jacket of the diesel engine is efficiently used for cooling the engine air before being supplied to the diesel engine for combustion, instead of discharging it to the environment.

[0014] In an aspect of the method, the heated fluid is generated from the thermal energy of a steam dump condenser associated with the diesel engine. The waste heat from the exhaust gas of the diesel engine is used to generate steam in a boiler associated with the diesel engine. Excess steam generated in the boiler can be dumped in the steam dump condenser. The thermal energy of the steam dumped in the steam dump condenser is used to generate the heated fluid for cooling the fluid in the cooling system. Thus, the thermal energy of the steam dumped in the steam dump condenser associated with the diesel engine is efficiently used for cooling the engine air before being supplied to the diesel engine for combustion, instead of discharging it to the environment.

[0015] In an aspect of the method, the cooling system is an absorption chiller. The absorption chiller is configured to use the thermal energy from the heated fluid of the diesel engine to cool the fluid within the absorption chiller. The thermal energy is the waste heat from the cooling jacket of the diesel engine or the heat from the steam dump condenser. Instead of discharging the thermal energy directly to the environment, the absorption chiller uses the thermal energy from the heated fluid of the diesel engine to cool the fluid flowing inside the absorption chiller. The cold fluid is used by the charge air cooler to further reduce the temperature of the engine air before being supplied to the diesel engine for combustion.

[0016] In an aspect of the method, the charge air cooler is one of a parallel-flow heat exchanger or a counter-flow heat exchanger. The charge air cooler receives the fluid ( / .e., the cold fluid) from the cooling system and uses the cold fluid to cool the engine air before being supplied to the diesel engine for combustion. The thermal energy from the cold fluid is exchanged with the engine air, thereby prompting the cold engine air within the diesel engine for combustion. This increases the overall performance, power, and efficiency of the diesel engine.

[0017] In an aspect of the method, the heated fluid and the fluid are water. Thus, the apparatus uses water as the working fluid for converting the waste heat of the diesel engine to cool the engine air.

[0018] In an aspect of the method, the waste heat of the diesel engine is also utilized to increase the viscosity of the fuel supplied to the diesel engine. The increase in the viscosity of the fuel enhances the combustion quality which in turn improves the fuel efficiency of the diesel engine. Additionally, the increase in the viscosity of the fuel reduces the chances of wear of one or more components of the fuel injection system, such as the fuel pump, the fuel injector, the injection nozzle, etc. Therefore, the thermal energy of the steam dump condenser can also be utilized to increase the viscosity of the fuel to be supplied to the diesel engine.BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and other features and advantages of the present disclosure will become readily apparent to those skilled in the art by the following detailed description of exemplary embodiments thereof with reference to the attached drawings, in which:

[0020] Figure 1 illustrates a block diagram representation of an environment related to various embodiments of the present disclosure;

[0021] Figure 2A illustrates a schematic representation of an apparatus connected to a diesel engine, in accordance with one embodiment of the present disclosure;

[0022] Figure 2B illustrates a schematic representation of the apparatus connected to the diesel engine, in accordance with another embodiment of the present disclosure;

[0023] Figure 2C illustrates a schematic representation of the apparatus connected to the diesel engine, in accordance with yet another embodiment of the present disclosure;

[0024] Figure 3 illustrates a schematic representation of the cooling system, in accordance with an embodiment of the present invention; and

[0025] Figure 4 illustrates a flow diagram of an example representation of a method for improving a performance of a diesel engine, in accordance with an embodiment of the present disclosure.DETAILED DESCRIPTION

[0026] Various exemplary embodiments and details are described hereinafter, with reference to the figures when relevant. It should be noted that the figures may or may not be drawn to scale and that elements of similar structures or functions are represented by like reference numerals throughout the figures. It should also be noted that the figures are only intended to facilitate the description of the embodiments. They are not intended as an exhaustive description of the disclosure or as a limitation on the scope of the disclosure. In addition, an illustrated embodiment does not have all the aspects or advantages shown. An aspect or an advantage described in conjunction with a particular embodiment is not necessarily limited to that embodiment and can be practiced in any other embodiments even if not so illustrated, or if not so explicitly described.

[0027] The figures are schematic and simplified for clarity, and they merely show details which aid in understanding the disclosure, while other details have been left out. Throughout, the same reference numerals are used for identical or corresponding parts.

[0028] Various embodiments of the present disclosure relate to an apparatus and a method for improving the performance of diesel engines by cooling the air supplied for combustion in the diesel engines using the waste heat energy from the engine coolant fluid. The apparatus has a cooling system and a charge air cooler. The cooling system has an inlet for receiving a heated fluid generated using the waste heat of the diesel engine. The cooling system is configured to use thermal energy from the heated fluid to cool a fluid within the cooling system. The charge air cooler has a cool fluid inlet fluidically connectable to the cooling system to receive the fluid. The charge air cooler is configured to cool an engine air to be supplied to the diesel engine using the fluid. As the temperature of the engine air is reduced before being sent to the diesel engine for combustion, the performance and efficiency of the diesel engine is increased.

[0029] Various example embodiments of the present disclosure are described hereinafter with reference to Figure 1 to Figure 4.

[0030] Figure 1 illustrates a block diagram representation of an environment 100 related to various embodiments of the present disclosure. The environment 100 includes an apparatus 102 connected to a diesel engine 104 designed to enhance the performance of the diesel engine 104. The apparatus 102 utilizes heated fluid 106, generated using waste heat of the diesel engine 104 to cool an engine air 108A before conveying it to the diesel engine 104. In a specific embodiment, the engine air 108A can be derived from a turbocharger 110 associated with the diesel engine104. Hereinafter, the engine air 108A discharged from a turbocharger 110 is denoted as “heated engine air 108A”. In the shown example of Figure 1 , the apparatus 102 is configured to utilize the waste heat of the diesel engine 104 applicable to marine vehicles including, but not limited to vessels, ships, barges, boats, etc. However, the diesel engine 104 may be adaptable to various other applications such as road transport automobiles, locomotives, generators, diesel engine power plants, and similar contexts.

[0031] The apparatus 102 primarily includes a cooling system 112 fluidically connected to the diesel engine 104 and a charge air cooler 114 fluidically connected to both the diesel engine 104 and the cooling system 112. In one form, the apparatus 102 also integrates the turbocharger 110 embodied within (or fluidically connectable to) the diesel engine 104, where the turbocharger 110 is fluidically connectable to the charge air cooler 114.

[0032] The cooling system 112 receives the heated fluid 106 from the diesel engine 104. The heated fluid 106 is generated using the waste heat of the diesel engine 104. In one embodiment, the heated fluid 106 is generated from the waste heat of a cooling jacket (not shown in Figure 1) of the diesel engine 104. In another embodiment, the heated fluid is generated from the thermal energy of a steam dump condenser (not shown in Figure 1) associated with the diesel engine 104. In yet another embodiment, the heated fluid 106 results from the waste heat of the cooling jacket and the thermal energy of the steam dump condenser associated with the diesel engine 104.

[0033] The cooling system 112 utilizes thermal energy from the heated fluid 106 to effectuate the cooling process, thereby cooling a fluid 118 circulating within the cooling system 112. For example, the cooling system 112 disclosed herein may manifest as a vapor absorption refrigeration system (VARS), an absorption chiller, an absorption chilling unit, an absorption chilling plant, or similar configurations.

[0034] The turbocharger 110 receives an exhaust gas 116 from the diesel engine 104 and delivers the heated engine air 108A to the charge air cooler 114. The charge air cooler 114 receives the fluid 118 from the cooling system 112 and the heated engine air 108A from the turbocharger 110. The exchange of thermal energy between the heated engine air 108A and the fluid 118 facilitates the cooling of the heated engine air 108A before its delivery to the diesel engine 104. Hereinafter, the engine air 108B discharged from the charge air cooler 114 is referred to as “cooled engine air108B”. The introduction of the cooled engine air 108B to the diesel engine 104 enhances the intake volume thereof which in turn improves the power capacity of the diesel engine 104. The cooled engine air 108B supplied to the diesel engine 104 is also beneficial for fuel to ignite more efficiently, thereby improving the fuel efficiency of the diesel engine 104.

[0035] Figure 2A illustrates a schematic representation of the apparatus 102 connected to the diesel engine 104, in accordance with one embodiment of the present disclosure. The apparatus 102 is fluidically connected to the diesel engine 104. The diesel engine 104 is an internal combustion engine that works on the principle of converting the chemical energy of fuel 202 into mechanical energy. The mechanical energy of the diesel engine 104 disclosed herein is configured to operate the marine vehicles {e.g., vessels, ships, barges, boats, etc.) and the stationary systems having the diesel engine 104, such as the diesel engine power plant. Further, the diesel engine 104 of the present disclosure can be a two-stroke diesel engine, a four-stroke engine, a single-cylinder diesel engine, a multi-cylinder diesel engine, and the like.

[0036] The diesel engine 104 mainly includes a cylinder 204, a piston (not shown), a cylinder liner (not shown) inserted into the cylinder 204 and provides smooth sliding surface for reciprocating motion of the piston, a cylinder head 206 mounted on the cylinder 204, a cooling jacket 208 thermally connected to the cylinder 204 and the cylinder head 206, a fuel injection system (not shown), an inlet manifold 210, an exhaust manifold 212, and the like. During the suction stroke of the piston, cooled engine air 108B enters the cylinder 204 through the inlet manifold 210. Subsequently, during the compression stroke, the piston compresses the cooled engine air 108B, and at the end of this stroke, the fuel injection system injects the fuel 202. Consequently, the fuel 202 ignites due to the compression of the cooled engine air 108B, and an expansion stroke ( / .e., power stroke) of the piston occurs. The exhaust gas 116 is then expelled during the exhaust stroke and discharged into the exhaust manifold 212. The geometrical configuration and operating aspects of these components are well-known in the art and are not extensively discussed here for the sake of brevity.

[0037] Ignition of the fuel 202 at the end of the compression stroke of the piston generates a substantial amount of heat. To cool the cylinder 204, the cylinder head 206, and other associated components, the cooling jacket 208 is thermally connected to the cylinder 204. The heated fluid 106, circulating within the cooling jacket 208, absorbs the heat from the cylinder 204, the cylinder head 206, and other associated components primarily through a convection mode {e.g., freeconvention, force convection) of heat transfer. The heated fluid 106 represents the waste heat generated within the cooling jacket 208. Therefore, in this embodiment, the waste heat from the cooling jacket 208 is employed to cool the heated engine air 108A discharged from the turbocharger 110 intended for supply to the diesel engine 104.

[0038] It should be noted that the diesel engine 104 is depicted with specific components, those skilled in the art would appreciate that the diesel engine 104 includes additional components that may not be relevant for explaining the present invention and are hence omitted from depiction and description.

[0039] The turbocharger 110 is fluidically connected to the exhaust manifold 212 to receive the exhaust gas 116 from the cylinder 204 of the diesel engine 104. In the illustrated embodiment, the turbocharger 110 and the diesel engine 104 are shown to have individual devices. However, in another embodiment, the turbocharger 110 may be an integral part of the diesel engine 104, without limiting the scope of the invention. In the illustrated example representation, the turbocharger 110 mainly includes a rotor 214, a turbine 216 secured on one side of the rotor 214, and a compressor 218 secured on another side of the rotor 214. The turbine 216 receives the exhaust gas 116 from the exhaust manifold 212. The exhaust gas 116 spins the turbine 216 to rotate the rotor 214. Based on the type of the turbine 216 {e.g., an axial flow turbine, a radial flow turbine, and a mixed flow turbine), the exhaust gas 116 may enter into the turbine 216 axially, radially, etc. As the compressor 218 is secured on another side of the rotor 214, the rotor 214 rotates the compressor 218. The compressor 218 is configured to receive atmospheric air 220 and deliver the heated engine air 108A through the rotary motion of the rotor 214. The heated engine air 108A is a compressed heated air discharged by the compressor 218. Without loss of generality, the compressor 218 used herein can be a positive displacement compressor (e.g., reciprocating compressor) or continuous flow compressor (e.g., centrifugal compressor). The size of the compressor 218 depends upon a compression ratio (ratio of discharge pressure and atmospheric pressure) of the heated engine air 108A fed into the cylinder 204 of the diesel engine 104. It may be noted that the turbocharger 110 is shown to have included the above-stated parts, however, those skilled in the art would appreciate that the turbocharger 110 includes other parts that may not be relevant for explaining the present invention and hence are not shown and described.

[0040] The charge air cooler 114 is fluidically connected to the diesel engine 104 and the cooling system 112. Functioning as a heat exchanger, the charge air cooler 114 facilitates the exchange of heat between the fluid 118 received from the cooling system 112 and the heated engine air 108A received from the turbocharger 110. The charge air cooler 114 can assume the configuration of either a parallel-flow heat exchanger or a counter-flow heat exchanger, without limiting the scope of the invention. In a parallel-flow heat exchanger, both the fluid 118 and the heated engine air 108A flow in the same direction. Conversely, in the counter-flow heat exchanger, the fluid 118 and the heated engine air 108A flow in opposite directions. Based on the cooling capacity of the charge air cooler 114, the parallel-flow heat exchanger and the counter-flow heat exchanger can be a single-pass or a multi-pass heat exchanger, without limiting the scope of the invention.

[0041] The illustrated embodiment discloses the charged air cooler 114 as a parallel-flow heat exchanger. As depicted, the charged air cooler 114 includes a first inlet 222, a second inlet 224, a first outlet 226, and a second outlet 228. The first inlet 222 is fluidically connected to the turbocharger 110 and is configured to receive the heated engine air 108A. The second inlet 224 (also referred to as cool fluid inlet 224) is fluidically connected to the cooling system 112 and is configured to receive the fluid 118. The first outlet 226 is fluidically connected to the inlet manifold 210 of the diesel engine 104 and configured to feed the cooled engine air 108B into the cylinder 204. The second outlet 228 is fluidically connected to the cooling system 112 and configured to deliver a hot fluid 230. The heated engine air 108A rejects heat to the fluid 118, thereby converting the heated engine air 108A into the cooled engine air 108B to be supplied to the diesel engine 104. It is to be noted that the heated engine air 108A may reject heat to the fluid 118 through a sensible heat transfer {e.g., heat transfer through a temperature difference) or a latent heat transfer ( / .e., heat transfer through a phase change), without limiting the scope of the invention. The parallel-flow configuration of the charged air cooler 114 discussed above can be implemented using various types of heat exchangers such as a plate type heat exchanger, a shell and tube heat exchanger, a double tube heat exchanger, a plate and frame heat exchanger, a spiral heat exchanger, or the like.

[0042] The cooling system 112 is fluidically connected to the diesel engine 104 and the charge air cooler 114. The cooling system 112 uses the thermal energy from the heated fluid 106 to cool the fluid 118 circulating within its structure. In the illustrated embodiment, the cooling system 112 efficiently harnesses the waste heat of the cooling jacket 208 to facilitate cooling of the heated engine air 108A discharged from the turbocharger 110 and subsequently supplied to the dieselengine 104. The geometrical configuration and operating features of components of the cooling system 112 are described in detail with reference to Figure 3.

[0043] The apparatus 102 also includes a heat exchanger 232. The heat exchanger 232 is positioned between the cooling system 112 and the diesel engine 104. The heat exchanger 232 is configured to increase the viscosity of the fuel 202 supplied to the diesel engine 104. The heat exchanger 232 is adaptable as either a parallel-flow heat exchanger or a counter-flow heat exchanger, with no limitation on the scope of the invention. In the parallel-flow heat exchanger, both the fluid 118 and the fuel 202 flow in the same direction, while in the counter-flow heat exchanger, they flow in opposite directions.

[0044] The heat exchanger 232 disclosed in the illustrated embodiment is the parallel-flow heat exchanger. As depicted, the heat exchanger 232 has a first right end 234, a second right end 236, a first left end 238, and a second left end 240. The first right end 234 is fluidically connected to a fuel source {e.g., fuel tank, fuel container, etc.) and configured to receive thin fuel 202 from the fuel source. The second right end 236 is fluidically connected to the cooling system 112 and configured to receive the fluid 118. The first left end 238 is fluidically connected to the fuel injection system of the diesel engine 104 and configured to feed the fuel 202 ( / .e., viscous fuel) into the cylinder 204. The second left end 240 is fluidically connected to the cooling system 112 and configured to deliver the hot fluid 230 thereto. By increasing the viscosity of the fuel 202, the heat exchanger 232 contributes to enhancing combustion quality and improving the fuel efficiency of the diesel engine 104. Additionally, the increase in the viscosity of the fuel 202 reduces the chances of wear of one or more components of the fuel injection system, such as a fuel pump, a fuel injector, an injection nozzle, etc. Therefore, the waste heat of the cooling jacket 208 can also be utilized to increase the viscosity of the fuel 202 to be supplied to the diesel engine 104. The above-discussed heat exchanger 232 having the parallel-flow configuration can be one of a plate type heat exchanger, a shell and tube heat exchanger, a double tube heat exchanger, a plate and frame heat exchanger, and a spiral heat exchanger, without limiting the scope of the invention.

[0045] It is to be noted that the diesel engine 104, the turbocharger 110, the heat exchanger 232, the cooling system 112, and the charge air cooler 114 collectively form a closed circuit. Such closed circuit proves highly effective in the marine vehicles including, but not limited to vessels, ships, barges, boats, etc., as well as stationary systems like a diesel engine power plant.

[0046] Figure 2B illustrates a schematic representation of the apparatus 102 connected to the diesel engine 104, in accordance with another embodiment of the present disclosure. In this embodiment, instead of the waste heat of the cooling jacket 208, the thermal energy of the steam dump condenser 242 is utilized to cool the heated engine air 108A discharged from the turbocharger 110 and intended for supply to the diesel engine 104. The waste heat from the exhaust gas 116 of the diesel engine 104 is used to generate steam in a boiler (not shown) associated with the diesel engine 104. The excess steam generated in the boiler can be dumped in the steam dump condenser 242. The thermal energy of the steam dumped in the steam dump condenser 242 generates the heated fluid 106 which can be used to cool the fluid 118 in the cooling system 112. Thus, the thermal energy of the steam dumped in the steam dump condenser 242 associated with the diesel engine 104 is efficiently used for cooling the engine air before being supplied to the diesel engine 104 for combustion, instead of discharging it to the environment.

[0047] In one configuration, the steam dump condenser 242 is integrated with the diesel engine 104. However, in another configuration, the steam dump condenser 242 may be a part of a steam power plant associated with the diesel engine 104, without limiting the scope of the invention. The steam dump condenser 242 functions as a heat exchanger condensing excess steam from the diesel engine 104 through one or more means.

[0048] It should be noted that the waste heat derived from the exhaust gas 116 is used to generate steam in the boiler (not shown) and excess part of the steam can be dumped in the steam dump condenser 242. The thermal energy of the steam dumped in the steam dump condenser 242 is further leveraged to increase the viscosity of the fuel 202 supplied to the diesel engine 104. The heightened viscosity of the fuel 202 results in improved combustion quality, and subsequently improves the fuel efficiency of the diesel engine 104. Additionally, the increased viscosity of the fuel 202 reduces the chances of wear of one or more components of the fuel injection system, such as the fuel pump, the fuel injector, the injection nozzle, etc. Therefore, the thermal energy of the steam dumped in the steam dump condenser 242 is effectively utilized to increase the viscosity of the fuel 202 intended for supply to the diesel engine 104.

[0049] The schematic diagram of the present embodiment featuring components such as the diesel engine 104, the turbocharger 110, the charge air cooler 114, and the diesel engine 104 arealready explained in detail with reference to Figure 2A, and therefore not reiterated here for the sake of brevity.

[0050] Figure 2C illustrates a schematic representation of the apparatus 102 connected to the diesel engine 104, in accordance with yet another embodiment of the present disclosure. In this embodiment, the waste heat from the cooling jacket 208 and the thermal energy of the steam dumped in the steam dump condenser 242 is utilized to cool the heated engine air 108A discharged from the turbocharger 110, which is intended to be supplied to the diesel engine 104. Furthermore, the waste heat from both the cooling jacket 208 and the thermal energy of the steam dumped in the steam dump condenser 242 can also be utilized to increase the viscosity of the fuel supplied to the diesel engine 104. The increase in the viscosity of the fuel 202 enhances the combustion quality which in turn improves the fuel efficiency of the diesel engine 104. Additionally, the increase in the viscosity of the fuel 202 reduces the chances of wear of one or more components of the fuel injection system, such as the fuel pump, the fuel injector, an injection nozzle, etc. Therefore, the waste heat from the cooling jacket 208 and the heat from the steam dump condenser 242 is effectively utilized to increase the viscosity of the fuel 202 supplied to the diesel engine 104.

[0051] The schematic diagram of the present embodiment having one or more components such as the diesel engine 104, the turbocharger 110, the charge air cooler 114, and the diesel engine 104 are already explained in detail with reference to Figure 2A, and therefore not reiterated here for the sake of brevity.

[0052] Figure 3 illustrates a schematic representation of the cooling system 112, in accordance with an embodiment of the present invention. According to embodiments herein, the cooling system 112 uses the principle of cooling a fluid using thermal energy. Figure 3 describes an example of a cooling system 112 based on such a principle. However, the cooling system 112 can manifest as one of the VARS, the absorption chiller, the absorption chilling unit, the absorption chilling plant, or similar configurations. The cooling system 112 is configured to receive the heated fluid 106 from the diesel engine 104 and to use thermal energy from the heated fluid 106 to cool the fluid 118 within its structure.

[0053] The cooling system 112 primarily includes a generator 302, a condenser 304, an evaporator 306, an absorber 308, and a solution heat exchanger 310. In one embodiment of theinvention, the generator 302 is fluidically connectable to the cooling jacket 208 (best shown in FIGs. 2A-2C) of the diesel engine 104 and configured to receive the heated fluid 106 generated from the waste heat of the cooling jacket 208. In another embodiment of the invention, the generator 302 is fluidically connected to the steam dump condenser 242 (best shown in FIGs. 2B-2C) associated with the diesel engine 104 and configured to receive the heated fluid 106 generated from the thermal energy of the steam dumped in the steam dump condenser 242. In yet another embodiment of the invention, the generator 302 is fluidically connected to both the cooling jacket 208 and the steam dump condenser 242, and configured to receive the heated fluid 106 generated from the waste heat of the cooling jacket 208 and the thermal energy of the steam dumped in the steam dump condenser 242.

[0054] The generator 302 of the illustrated embodiment functions as a heat exchanger, utilizing the heated fluid 106 to supply heat to a lean solution 312 of the fluid 314 ( / .e., refrigerant) and an absorbent 316 that are received from the solution heat exchanger 310. Upon heating the lean solution 312 using the heated fluid 106, the lean solution 312 is converted into a rich solution 318 of the fluid 314 and the absorbent 316. The heated fluid 106 and the fluid 118 used in the present invention are water. For example, in an implementation, the water can be treated to make it free fromcontam inants and deposits. The generator 302, via an inlet 320, receives the heated fluid 106 at least from the cooling jacket 208 and the steam dump condenser 242. The thermal energy from the heated fluid 106 after exchanging with the lean solution 312, leaves the generator 302 via an outlet 322. In another example, in the diesel engine power plant, heated fluid 106 and the fluid 118 are water. Further, the absorbent 316 can be one of Lithium Bromide (Li-Br), Ammonia (NH3), and Aqua Ammonia (NH4OH), without limiting the scope of the invention. In the illustrated configuration, the heated fluid 106 flows into the generator 302 through a fluidic pipe 324. The heated fluid 106 rejects heat to the lean solution 312 through a convective heat transfer. As a result, the fluid 314 separates from the absorbent 316 through a latent heat of vaporization. The fluid 314 in vaporized form is then discharged into the condenser 304, and the rich solution 318 is first collected at a bottom 326 of the generator 302.

[0055] The condenser 304 is fluidically connected to the generator 302 and configured to receive the fluid 314 in the vaporized form the generator 302. The condenser 304 condenses the fluid 314 ( / .e., latent heat of condensation of the fluid) by rejecting heat to a circulating fluid 328 of the absorber 308. The circulating fluid 328 can be water, for example, seawater, treated water, potable water, etc., without limiting the scope of the invention.

[0056] The fluid 314 that is vaporized in the generator 302 flows into the condenser 304, wherein the fluid 314 is condensed in the liquid form and is collected at a bottom 330 of the condenser 304. The generator 302 and the condenser 304 are separated using a first separation wall (S1). A first through channel 332 is formed on the first separation wall (S1). The first through channel 332 allows the fluid 314 in the vaporized form to pass through from the generator 302 to the condenser 304. In the illustrated configuration, the circulating fluid 328 flows into the generator 302 through a fluidic tube 334. The circulating fluid 328 receives heat from the fluid 314 in the vaporized form using the convective heat transfer. As a result, the fluid 314 in the vaporized form is converted into the fluid 314 in the liquid form through the latent heat of condensation.

[0057] The cooling system 112 further includes a plurality of air ejectors 336. In an embodiment of the invention, the plurality of air ejectors 336 are a plurality of perforated walls. The plurality of air ejectors 336 connects the condenser 304 with the evaporator 306. The plurality of air ejectors 336 is configured to reduce an operating pressure of the fluid 314 being received by the evaporator 306. This is because, the operating pressure of the generator 302 and the condenser 304 is maintained high, for example, 50mm / Hg, while the pressure of the evaporator 306 and the absorber 308 is maintained low, for example, 6.5mm / Hg. The condenser 304 operating at high pressure increases the rate of heat rejection of the fluid 314 than operating at low pressure. Similarly, the evaporator 306 operating at low pressure reduces the temperature of the fluid 314 than operating at high pressure.

[0058] The evaporator 306 is fluidically connected to the plurality of air ejectors 336 and configured to receive the fluid 314 operating at the lower pressure. In one embodiment, the fluid 118 is delivered to the second inlet 224 of the charged air cooler 114 for converting the heated engine air 108A into the cooled engine air 108B being supplied to the diesel engine 104, and the second right end 236 of the heat exchanger 232 for increasing the viscosity of the fuel 202 supplied to the fuel injection system of the diesel engine 104. However, in another embodiment, any suitable fluids {e.g., refrigerant) can be used to exchange heat between the fluid 118 and the heated engine air 108A and to exchange the heat between the fluid 118 and the fuel 202. Further, a first pump 338 is used to recirculate the fluid 314 within the evaporator 306 to enhance the cooling effect of the fluid 314. The evaporator 306 disclosed in the illustrated configuration takes the form of a cross-flow heat exchanger. However, in another embodiment, the evaporator 306 can take the form of the parallel-flow heat exchanger or the counter-flow heat exchanger, without limiting the scope of the invention.

[0059] The evaporator 306 and the absorber 308 are separated using a second separation wall S2. A second through channel 340 is formed on the second separation wall S2. The second through channel 340 allows at least the hot fluid 230 coming from the charge air cooler 114 to flow into the absorber 308.

[0060] The absorber 308 is fluidically connected to the solution heat exchanger 310 and the condenser 304. The absorber 308 is adapted to receive the rich solution 318 from the solution heat exchanger 310 and to feed the lean solution 312 to the solution heat exchanger 310. The lean solution 312 can be fed to the solution heat exchanger 310 using a second pump 342. The rich solution 318 is converted to the lean solution 312 through heat interaction of the circulating fluid 328. The absorber 308 disclosed in the illustrated configuration takes the form of a crossflow heat exchanger. However, in another embodiment, the absorber 308 can take the form of the parallel-flow heat exchanger or the counter-flow heat exchanger, without limiting the scope of the invention.

[0061] The solution heat exchanger 310 is fluidically connected to the generator 302 and the absorber 308. The solution heat exchanger 310 is configured to store the lean solution 312 which is the mixture of the rich solution 318 received from the generator 302 and the lean solution 312 of the absorber 308.

[0062] It may be noted that the cooling system 112 is shown to have included the above-stated parts, however, those skilled in the art would appreciate that the cooling system 112 includes other parts that may not be relevant for explaining the present invention and hence are not shown and described.

[0063] In the illustrated embodiment, the generator 302 and the condenser 304 are accommodated in a first chamber 344 and are separated by the first separation wall S1. However, in another embodiment, each of the generator 302 and the condenser 304 can be accommodated in a separate chamber (not shown in Figure 3). In such a scenario, one or more tubes or pipes can be used to flow the fluid 314 in the vaporized form from the generator 302 to the condenser 304. Likewise, in the illustrated embodiment, the evaporator 306 and the absorber 308 are accommodated in a second chamber 346 and are separated by the second separation wall S2. However, in another embodiment, each of the evaporator 306 and the absorber 308 can beaccommodated in a separate chamber. In such a scenario, one or more tubes or pipes can be used to flow the fluid 314 (i.e., hot fluid) from the evaporator 306 to the absorber 308.

[0064] In the case of marine vessels, the generator 302, the condenser 304, the evaporator 306, the absorber 308, the solution heat exchanger 310, and the fluidic connection therebetween are coated with suitable corrosion resistance materials, such as but not limited to, copper, brass, bronze, etc. Coating minimizes the chances of corrosion that would be caused due to water being used as the fluid 118 or the heated fluid 106. Also, the cooling system 112 contains almost no moving parts, and minimal electrical power is required to operate one or more components thereof. These technical advantages are very advantageous for the marine vessels.

[0065] Figure 4 illustrates a flow diagram of an example representation of a method 400 for improving a performance of a diesel engine 104, in accordance with an embodiment of the present disclosure. At step 402, the method 400 includes receiving the heated fluid 106 generated using waste heat of the diesel engine 104. The heated fluid 106 can be received from at least one of cylinder jacket 208, and the dense dump condenser 242 associated with the diesel engine 104. The fluid 118 within the cooling system 112 is cooled by using thermal energy from the heated fluid 106. The VARS or the absorbent chiller as shown in Figure 3 can be used for converting the waste heat from the heated fluid 106 to the cooling system 112. Thus, as the temperature of the engine air 108A is reduced before being sent to the diesel engine 104 for combustion, the overall performance, power, and efficiency of the diesel engine 104 are increased. Further, the waste heat from the diesel engine 104 is efficiently used for cooling the engine air 108A before being supplied to the diesel engine 104 for combustion, instead of directly discharging it to the environment.

[0066] It should be noted that the method 400 is not only used to cool the engine air 108A before being supplied to the diesel engine 104 but can also be used to increase the viscosity of the fuel 202 supplied to the diesel engine 104. The heat exchanger 232 fluidically connectable to the diesel engine 104 can be used to cool the fuel 202 supplied to the diesel engine 104 using the fluid 118 from the cooling system 112. Thus, as the temperature of the fuel 202 is reduced before being sent to the diesel engine 104 for combustion, the overall performance, power, and efficiency of the diesel engine 104 are increased. Further, the waste heat from the diesel engine 104 is efficiently used for cooling the fuel 202 before being supplied to the diesel engine 104 for combustion, instead of directly discharging it to the environment.

[0067] At step 404, the method 400 includes receiving the fluid 118 from the cooling system 112 by the charge air cooler 114. At step 406, the method 400 includes cooling the engine air 108A to be supplied to the diesel engine 104 using the fluid 118 received from the cooling system 112. The charge air cooler 114 receives the fluid 118 from the cooling system 112 and the heated engine air 108A from the turbocharger 110. The thermal exchange between the heated engine air 108A and the fluid 118 facilitates the cooling of the heated engine air 108A before its delivery to the diesel engine 104.

[0068] Embodiments of apparatus and method of the disclosure are set out in the following items:

[0069] Item 1. An apparatus 102 for improving a performance of a diesel engine 104, comprising: a cooling system 112 comprising an inlet 320 for receiving a heated fluid 106, the heated fluid 106 generated using waste heat of the diesel engine 104, wherein the cooling system 112 is configured to use thermal energy from the heated fluid 106 to cool a fluid 118 within the cooling system 112; and a charge air cooler 114 comprising a cool fluid inlet 224 fluidically connectable to the cooling system 112 to receive the fluid 118, the charge air cooler 114 configured to cool an engine air 108A to be supplied to the diesel engine 104 using the fluid 118.

[0070] Item 2. The apparatus 102 as claimed in item 1 , wherein the heated fluid 106 is generated from waste heat of a cooling jacket 208 of the diesel engine 104.

[0071] Item 3. The apparatus 102 as claimed in items 1 or 2, wherein the heated fluid 106 is generated from the thermal energy of a steam dump condenser 242 associated with the diesel engine 104.

[0072] Item 4. The apparatus 102 as claimed in item 1 , wherein the cooling system 112 is an absorption chiller.

[0073] Item 5. The apparatus 102 as claimed in Item 1 , wherein the charge air cooler 114 is one of: a parallel-flow heat exchanger; and a counter-flow heat exchanger.

[0074] Item 6. The apparatus 102 as claimed in item 1 , wherein the heated fluid 106 and the fluid 118 are water.

[0075] Item 7. The apparatus 102 as claimed in item 1 , further comprising a heat exchanger fluidically connectable to the diesel engine 104 and the cooling system 112, the heat exchanger 232 configured to increase viscosity of a fuel 202 supplied to the diesel engine 104 using the fluid 118.

[0076] Item 8. A method for improving a performance of a diesel engine, comprising: receiving, by a cooling system, a heated fluid generated using waste heat of the diesel engine, wherein the cooling system is configured to use thermal energy from the heated fluid to cool a fluid within the cooling system; receiving, by a charge air cooler, the fluid from the cooling system; and cooling, by the fluid, an engine air to be supplied to the diesel engine.

[0077] Item 9. The method 400 as claimed in item 8, wherein the heated fluid 106 is generated from waste heat of a cooling jacket 208 of the diesel engine 104.

[0078] Item 10. The method 400 as claimed in items 8 or 9, wherein the heated fluid 106 is generated from thermal energy of a steam dump condenser 242 associated with the diesel engine 104.

[0079] Item 11. The method 400 as claimed in item 8, wherein the cooling system 112 is an absorption chiller.

[0080] Item 12. The method 400 as claimed in item 8, wherein the charge air cooler 114 is one of: a parallel-flow heat exchanger; and a counter-flow heat exchanger.

[0081] Item 13. The method 400 as claimed in item 8, wherein the heated fluid 106 and the fluid 118 are water.

[0082] Item 14. The method 400 as claimed in item 8, further comprising: receiving, by a heat exchanger 232, the fluid 118 from the cooling system 112; and cooling, by the fluid 118, a fuel 202, thereby increasing viscosity of the fuel 202 supplied to the diesel engine 104.

[0083] It is to be noted that the word "comprising" does not necessarily exclude the presence of other elements or steps than those listed.

[0084] It is to be noted that the words "a" or "an" preceding an element do not exclude the presence of a plurality of such elements.

[0085] Although features have been shown and described, it will be understood that they are not intended to limit the claimed disclosure, and it will be made obvious to those skilled in the art that various changes and modifications may be made without departing from the scope of the claimed disclosure. The specification and drawings are, accordingly to be regarded in an illustrative rather than restrictive sense. The claimed disclosure is intended to cover all alternatives, modifications, and equivalents.

Claims

CLAIMS1 . An apparatus (102) for improving a performance of a diesel engine (104), comprising: a cooling system (1 12) comprising an inlet (320) for receiving a heated fluid (106), the heated fluid (106) generated using waste heat of the diesel engine (104), wherein the cooling system (112) is configured to use thermal energy from the heated fluid (106) to cool a fluid (118) within the cooling system (112); and a charge air cooler (1 14) comprising a cool fluid inlet (224) fluidically connectable to the cooling system (1 12) to receive the fluid (1 18), the charge air cooler (114) configured to cool an engine air (108A) to be supplied to the diesel engine (104) using the fluid (118).

2. The apparatus (102) as claimed in claim 1 , wherein the heated fluid (106) is generated from waste heat of a cooling jacket (208) of the diesel engine (104).

3. The apparatus (102) as claimed in claims 1 or 2, wherein the heated fluid (106) is generated from thermal energy of a steam dump condenser (242) associated with the diesel engine (104).

4. The apparatus (102) as claimed in claim 1 , wherein the cooling system (1 12) is an absorption chiller.

5. The apparatus (102) as claimed in claim 1 , wherein the charge air cooler (114) is one of: a parallel-flow heat exchanger; and a counter-flow heat exchanger.

6. The apparatus (102) as claimed in claim 1 , wherein the heated fluid (106) and the fluid (1 18) are water.

7. The apparatus (102) as claimed in claim 1 , further comprising a heat exchanger fluidically connectable to the diesel engine (104) and the cooling system (112), the heat exchanger (232) configured to increase viscosity of a fuel (202) supplied to the diesel engine (104) using the fluid (118).

8. A method (400) for improving a performance of a diesel engine (104), comprising:receiving (402), by a cooling system (1 12), a heated fluid (106) generated using waste heat of the diesel engine (104), wherein the cooling system (1 12) is configured to use thermal energy from the heated fluid (106) to cool a fluid (1 18) within the cooling system (112); receiving (404), by a charge air cooler (1 14), the fluid (1 18) from the cooling system (112); and cooling (406), by the fluid (118), an engine air (108A) to be supplied to the diesel engine (104).

9. The method (400) as claimed in claim 8, wherein the heated fluid (106) is generated from waste heat of a cooling jacket (208) of the diesel engine (104).

10. The method (400) as claimed in claims 8 or 9, wherein the heated fluid (106) is generated from thermal energy of a steam dump condenser (242) associated with the diesel engine (104).1 1. The method (400) as claimed in claim 8, wherein the cooling system (112) is an absorption chiller.

12. The method (400) as claimed in claim 8, wherein the charge air cooler (1 14) is one of: a parallel-flow heat exchanger; and a counter-flow heat exchanger.

13. The method (400) as claimed in claim 8, wherein the heated fluid (106) and the fluid (1 18) are water.

14. The method (400) as claimed in claim 8, further comprising: receiving, by a heat exchanger (232), the fluid (118) from the cooling system (1 12); and cooling, by the fluid (118), a fuel (202), thereby increasing viscosity of the fuel (202) supplied to the diesel engine (104).

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