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“best-in-class” 2009 model truck. This means that the BTE for each manufacturer’s baseline truck was different, and only the average values for the four manufacturers were included in the report. Therefore, the authors assumed a baseline BTE of 42% for all manufacturers when calculating efficiency improvements. Four major manufacturers participated in the program including: Cummins, Daimler, Navistar, and Volvo. Of the four participants, all but Navistar chose to use some form of organic Rankine cycle (ORC) WHR as part of their approach. According to the report, Volvo has performed some initial testing with WHR, but has not completed installation in a test vehicle, and, therefore, no data was available. The results from Cummins and Daimler will now be covered. At the time of the report, only Cummins had achieved the 50% BTE goal, and they accomplished it by utilizing a combination of optimized combustion, reductions in friction and pumping losses, and WHR. The optimized combustion and reductions in friction and pumping losses helped increase BTE to 47.5% before WHR was added. Cummins’ WHR system utilized an unnamed low-global warming potential working fluid and recovered heat from the engine exhaust as well as the EGR system. Output from the WHR system was mechanically coupled to the engine output to increase the total power delivered to the wheels resulting in a 3.6% absolute increase in thermal efficiency, or a 7.6% relative increase (compared to 47.5% enhanced BTE). The SuperTruck report mentions that Cummins also recovered waste heat from the engine coolant and oil for the engine demonstration. However, it is unclear if the reported gains include waste heat recovery from these additional sources or not. The report notes that the system weighs approximately 300 lbs., and, despite the relatively impressive results, Cummins has not demonstrated the cost-effectiveness of these upgrades. 13PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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