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船用柴油机随着船舶对其要求的改变而有很大变化。由于两次石油危机,迫使船用柴油机的发展重点放在降低燃油耗率上,从70年代初的204g/kW·b(150g/PS·h)降低到目前的157.8～164.6g/kW·h(116～121g/PS·h),它相当于柴油机热效率为53％左右。随着技术不断革新,不久将来热效率可望提高到55％左右,这相当于燃油耗率下降到152g/kW·h(112g/PS·h)。可以认为,这已接近到最高水平。因此,今后进一步降低燃油耗率的潜力已十分有限,而主要应从总能利用中寻找最大限度的回收。例如除从排气中回收热能外,还有三种热源可供回收:中冷器(150～170℃)、冷却水套的淡水(75～80℃)及润滑油与活塞冷却油(55℃)。这方面的工作已取得了一些成果。
Marine diesel engines vary greatly with the vessel’s requirements. Due to the two oil crises, the development of marine diesel engines was forced to focus on reducing fuel consumption rate from 204g / kW · b (150g / PS · h) in the early 1970s to the current 157.8-164.6g / kW · h ( 116 ~ 121g / PS · h), which is equivalent to the diesel engine thermal efficiency of about 53%. As technology continues to innovate, the thermal efficiency is expected to increase to about 55% in the near future, which equates to a fuel consumption rate of 152g / kW · h (112g / PS · h). It can be assumed that this is close to the highest level. Therefore, the potential for further reduction of fuel consumption rate in the future has been very limited, and the maximum recovery should be sought mainly from the total utilization. For example, in addition to recovering heat from the exhaust gas, there are three additional sources of heat to be recovered: intercooler (150-170 ° C), fresh water from the cooling jacket (75-80 ° C) and lubricating oil and piston cooling oil (55 ° C) . Some achievements have been made in this area of work.