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kW of power which translated to a thermal efficiency increase from 25.0% to 27.5%, or a 10.1% relative increase. System 2 added a heat exchanger to preheat the water using the engine coolant before the working fluid traveled to the evaporator. The authors only observed a 20 W increase in estimated system output with this modification. Arias et al. blame the low coolant temperature (80- 120°C) for the poor results. The third and final system was the same as System 2, except that the working fluid recovered heat directly from the engine coolant passages rather than a separate heat exchanger. Therefore, the working fluid acted as the engine coolant and no radiator was used. The authors maintained an intermediate quality for the working fluid inside the engine block to prevent complete boiling and potential hot spots. The saturation temperature was 300°C with a saturation pressure of approximately 8.6 MPa. The water was then superheated to 600°C by the exhaust gases. Arias et al. predicted a WHR system power output of 6.8 kW, representing an increase in thermal efficiency from 25% to 33%. This translates to a 32% relative increase in thermal efficiency. Arias et al. chose to explore System 3 in more detail due to the impressive results of the initial simulations. Data from a 2004 Toyota Prius hybrid was gathered at Argonne National Laboratory over a city-type drive cycle, including fuel mass flow rate, exhaust temperature, and engine speed. The authors estimated an absolute thermal efficiency gain of 5.5% using the Prius data, but it should be noted that this efficiency gain appears to be the maximum gain over the cycle and not an average value. The relative thermal efficiency increase is unknown since the thermal efficiency of then engine itself at the point of maximum efficiency gain is not reported, but would be 22% assuming the 25% baseline efficiency from the original simulation. This thermal efficiency increase is over 30% lower than predicted by the initial simulation. One reason for this discrepancy is that the average measured exhaust temperature of 400°C was much lower than estimated in the 28PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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