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2mair (2.2) v intVd N / 2 Here, ̇air is the mass flow rate of air entering the engine and ρint is the density of the air in the intake. Hotter EGR gasses would increase temperatures in the combustion chamber and reduce the density (and therefore mass flow) of the incoming air, thereby lowering the volumetric efficiency. An additional EGR cooler would require additional package space and it is unclear why the EGR gases were not cooled further even when the EGR cooler was placed before the exhaust cooler. This section provided a sample of the results from the current state-of-the-art WHR systems utilizing only exhaust gases as a heat source. The results show that significant investment has been made by manufacturers, such as Honda, Cummins, and Daimler, as well as governments, to investigate the benefits of WHR. The majority of this research focuses on recovery from exhaust gases alone and the resulting relative efficiency gains (from experiment and modeling) range from 2.4% to 14% at steady state conditions. Though the gains are not trivial, a significant portion of waste heat is left untapped. The next section will review the past work on WHR using engine coolant in addition to exhaust gases. 2.2 WHR Using Engine Coolant Exhaust gases from combustion may be the highest temperature source for waste heat, but the engine coolant has a large heat capacity rate and still carries a large portion of the fuel energy. Therefore, despite the relatively low temperature (~90°C) of the heat source, many researchers have attempted to recover waste heat from the engine coolant stream. Typically, the standard engine coolant (ethylene glycol (EG)/water mix) is channeled through a pre-heater which warms the working fluid before it is evaporated by the exhaust gases in an evaporator. A few researchers have analyzed the possibility of altered coolant passages to increase coolant temperature or using 19PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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