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experiment to estimate the WHR system output for each of the four operating conditions. Steam generation from the cooling system was found from the rate of water consumption during the test (as the steam was exhausted after exiting the engine cooling system). The WHR turbine expander efficiency was assumed to be 70% and the exhaust temperature drop in the evaporator was set at 100°C. No other details of the theoretical WHR system are given and the calculations are vague. The WHR system model estimated that relative efficiency gains using this system would be between 4.3% and 6.2% over the tested operating conditions. 2.3 Need for Further Research Relevant prior research summarized in Table 2-1 and discussed above demonstrates that the experimentally validated state-of-the-art WHR systems underutilize the available waste heat from ICEs, even when the engine coolant waste heat is harnessed. The literature shows that a 13.2% relative efficiency increase is the maximum gain realized through experimental testing, and that this was accomplished at steady state without the use of the engine coolant waste heat. As detailed in the previous section, great lengths were required to attain this 13.2% increase and has yet to be put into production. Ultimately, the disappointing results stem from the inherent limitations on WHR due to the characteristics of the two primary waste heat sources. The exhaust gases from an ICE are a high-temperature heat source, but the heat capacity rate of these gases is low, which limits the amount of heat that can be recovered. The additional use of the engine coolant to pre-heat the working fluid of a Rankine cycle has been shown to provide marginal gains at best. The engine coolant temperature is too low for efficient energy conversion. The few studies that model WHR systems with elevated coolant temperatures reported significant improvements in WHR system output and combined efficiency gains as high as 32%. 30PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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