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the engine coolant temperature (115°C). They evaluated water, toluene, and ethanol under these constraints and analyzed the resulting temperature difference between the condensation temperature and the evaporation temperature. Toluene had the greatest temperature difference for System A (~120°C), but was not considered further due to its low heat of vaporization. The authors selected water for System A by virtue of its high heat of vaporization and relatively large temperature difference (~90°C). System B was limited further by the coolant temperature, giving ethanol the temperature difference advantage (~40°C) over water (~20°C) even with its smaller heat of vaporization. Ringler et al. then compared the simulated heat flows to the exhaust and engine coolant over varying exhaust gas temperatures and the ratio of the engine coolant to exhaust gas heat (waste heat ratio). System A performed better than System B with increasing exhaust temperatures and decreasing waste heat ratio. The authors note that this condition occurs when vehicle speeds exceed 70 mph. System B produced more power than System A in the speed range of 45-70 mph, which corresponds to more typical cruising speeds. Therefore, System B was the chosen configuration for the experimental portion of the investigation. In Ringler et al. investigation, the test bench consisted of a four-cylinder engine with a dual-loop WHR system that is configurable for either System A or System B with slight modifications. As mentioned before, the authors configured the test bench for System B for this experiment. Losses to the ambient air were minimized by insulating system components such as the exhaust pipe, tubing, heat exchangers, and expander. At loads following the road resistance curve, expander output was found to vary from 0.7 kW at 45 mph to 2.0 kW at 90 mph, which was between 50 and 65% of the ideal output from the simulation. The authors state that this represents roughly 10% of the engine output at these loads, or equivalently, a potential 10% relative increase in thermal efficiency. At higher loads this value was seen to decrease to approximately 8%, while 23PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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