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also act as a motor under conditions where excess electrical power is generated, providing additional shaft power to the propeller. Simulations were performed to estimate the increase in overall system efficiency from the THRP concept. At 85% of maximum engine load, the WHR system should produce 6,650 kW which would increase overall system efficiency from 49.3% to 54.9%, giving a 12% relative increase. Since the THRP is the only WHR system reviewed that uses a power turbine as well as a Rankine cycle, it may be helpful to consider the output of the individual components for comparison. Per the report, the steam turbine power output accounts for between 73% and 80% of the total WHR output, with the power turbine providing the remainder. Therefore, the Rankine cycle portion of the system is responsible for between 8.76% and 9.6% of the relative efficiency gains. Wartsila demonstrated that a significant amount of waste heat can be recovered from large diesel marine engines, but it is still a relatively small portion of the total thermal losses and the engine coolant is still vastly underutilized. The next subsection provides a sample of the studies that investigated WHR from engines with elevated coolant temperatures. 2.2.2 WHR at Elevated Coolant Temperatures Examples of research on WHR using elevated coolant temperatures are scarce in the existing literature. WHR with coolant temperature significantly higher than 90°C is usually achieved by using the Rankine cycle working fluid as the engine coolant and using the engine cooling passages to directly heat (and evaporate) the working fluid rather than having an additional heat exchanger. This saves space and reduces cost over a system that attempts to recover heat from 90°C coolant. It also reduces the thermal resistance between the engine structure and the working fluid of the WHR system, resulting in greater utilization of this waste heat. This subsection will 25PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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