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18 Model corresponding temperatures given by (3-2) Multiplication Factor,MF = CpSiloxane(T), 80 < T(oC) < 400 (3-2) The multiplication factor for each fluid was plotted against the corresponding segment number and fitted to a line as illustrated in Figure 3-2. The linear fit is represented by the equation, MF = 0.4556 ∗ m − 1.0091 (3-3) Thus, the coefficients of the ideal gas heat capacity are represented by equations (3-4)-(3-7) CpMM(T) AFluid =MF∗AMM [J/mol−K] BFluid =MF∗BMM [J/mol−K2] CFluid =MF∗CMM [J/mol−K3] DFluid =MF∗DMM [J/mol−K4] (3-4) (3-5) (3-6) (3-7) The calculated coefficients for the fluid are then used to determine the Cp at the corre- sponding temperature using equation (3-1). The equations derived from the fitting of the parameters to the segment number are listed in Appendix B Now that the important parameters of the PCP-SAFT have been represented in terms of a single variable, it is essential to define a system model. The following section provides a detailed description of the ORC turbogenerator system introduced previously in Chapter 2. 3-2 System Model An ORC system to recover waste heat from a truck has been considered for this work. Fig- ure 3-3 illustrates a typical energy flow in a diesel engine of a truck. In such engines, high- grade thermal energy can not only be efficiently recovered from the exhaust but also from the exhaust gas recirculation (EGR) system. The heat recovery system has been designed at average cruising speed and load for the considered heavy-duty truck engine; therefore at 50% of the maximum power at 1500 rpm. Due to considerations concerning the control of the system, a configuration with two parallel high temperature evaporators has been chosen [21]. A three-way controlled valve is needed to regulate the working fluid flow. Other sources of heat such as the coolant and charge air coolers are not feasible sources of heat as this would require a high working fluid flow rate which would lead to large evaporator and condenser in addition to a low waste heat recovery efficiency [36] and hence not feasible for on-road vehicle applications. The coolant for the engine is assumed to be pure water. The flue gas composition is based on the exhaust data for a diesel engine given by Bombarda et. al [38] which has been listed in Table 3-4. The values for the mass flow, temperature, and pressure of the gases in the exhaust Akshay Hattiangadi Master of Science ThesisPDF Image | Working Fluid Design for Organic Rankine Cycle
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