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simulated vehicle was not adjusted to account for the difference in weight between the 4.0 L engine and the 1.6 L engine from the WAVE simulation, but 50 kg of additional weight was added to account for the mass of the WHR components. The 4.0 L transmission and final drive ratios were also retained. The author used experimental data from the 4.0 L engine taken over the NEDC to estimate engine coolant and oil warm-up times. The 4.0 L engine coolant reached full temperature after 800 seconds, but the author assumes a 600 second warm-up time for the 1.6 L due to its higher power density. The first 600 seconds of the NEDC were therefore modeled using the warmed-up engine maps (engine-only) from the WAVE simulation with an additional fuel penalty for cold operation of 10.5%. After the 600 second warm-up period, the model switched to an output map that included the Rankine cycle power. The LVS model predicted a relative fuel efficiency improvement of 4.2% for the NEDC with the addition of the WHR system. The model also predicted a 6.7% relative fuel efficiency increase at a steady 120 km/h. In 2009, Ringler et al. [31] analyzed the potential of an automotive WHR system for the BMW Group Research and Technology division. The goal of the analysis was to evaluate two different Rankine cycle configurations on a four-cylinder ICE and to study the effectiveness of different working fluids. The first configuration (System A) captured waste heat from the exhaust gases alone, where the second configuration (System B) utilized both the exhaust and engine coolant. Like other reviewed systems, System B used the engine coolant to pre-heat the working fluid and the exhaust gas for evaporation. The authors first modeled both systems as ideal Rankine cycles and placed the following constraints on the Rankine cycle systems to maintain economic feasibility. The minimum condensation temperature was set to 70°C and the overall maximum system temperature was limited to 300°C. The minimum and maximum system pressures were 0.7 and 10 bar, respectively. Finally, the evaporation temperature was held to 110°C to keep it below 22PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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