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At the BSFC engine operating point, the ORC system improves bsfc by 2.09% when using R245fa as working fluid and by 2.21% when using R123. The potential benefit of the ORC system on fuel consumption is even higher the when engine works at full load conditions. At engine maximum torque and engine maximum power brake specific fuel consumption can be improved by 3.95% and 5.16% when R245fa is applied while R123 offers even higher efficiency equal to 4.6% and 5.4% respectively. It also has to be mentioned that these numbers are directly related with the CO2 reduction of the proposed powertrain unit. The effect of the ORC system on the integrated powertrain power was, also, investigated. As can be seen in Figure 7, the trends for the improvement on engine power are almost the same as with the bsfc results. At the BSFC engine operating point, the powertrain power output was increased by 2.14% or 2.26%, when the employed working fluid was either R245fa or R123, respectively. At the maximum torque engine operating point, it was found that the available torque is increased by 4.12% in the case of R245fa and by 4.8% in the case of R123. Last but not least, the maximum power of the integrated unit increased by 5.45% when R245fa was utilized and 5.75%% when R123 was employed. Finally, the ORC system was found to improve NOx emissions. In off-highway vehicles and marine applications, emissions are measured in g/kWh; therefore the increase of the combined output power due to the ORC leads to lower brake specific NOx. Figure 8 shows that an ORC system itself can’t keep emissions under legislation emission standards, however it can assist an aftertreatment system to handle lower NOx emissions through exhaust thermal management. This can be done by assisting the SCR catalyst to operate within the temperature range of 350o-450oC by controlling the available thermal power of the exhaust gas. 13PDF Image | Off Hwy Vehicle Radial Turbine Expander Design WHR ORC
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