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The change in mass of the diesel fuel is found by placing the fuel tank on a scale and taking one measurement immediately after data acquisition is begun, and one measurement immediately after data acquisition is complete. The difference between the two measurements is then divided by the test duration as recorded by the data acquisition system, giving the average mass flow rate of the fuel. The fuel mass flow rate is then multiplied by the lower heating value (LHV) of diesel fuel to arrive at the energy flow entering the engine. The LHV is defined as the heat energy released from combustion per kg of fuel, assuming all combustion products are returned to initial conditions of 298°C and 101 kPa, and that all water present is in vapor form [36]. For this calculation, the LHV of diesel fuel was taken to be 43.2 MJ kg−1 [43]. For the representative test point, the change in fuel mass is 3.04 kg and the test duration is 6000 s, giving a fuel mass flow rate of 0.507 g s-1. Using equations (4.2) and (4.3), the fuel energy flow is found to be 21.89 kW. 4.1.2 Engine Power Output and Thermal Efficiency As previously mentioned, the engine power output was controlled and measured via an eddy current dynamometer and controller. The controller provides 0-5V outputs for torque and engine speed for data acquisition purposes. However, the 0-5V signals from the outputs on the back of the controller were found to be inconsistent and unreliable and the decision was made to manually record the engine speed and torque from the digital display of the controller. Engine speed was displayed in rpm and engine torque was set to display in N-m. The values were recorded once every five minutes during the longer tests with the original scale and once every minute with the higher accuracy scale. Using the engine speed and torque recorded from the dyno controller, the engine power is calculated as follows: 59PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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