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W N2π 1kN 1min (4.4) out rev1,000N 60s Here, the engine speed (N) is multiplied by the engine torque (τ), as well as conversion factors to reach the desired units of kW. Using the torque value of 17.8 N-m and the engine speed of 3101.5 rpm from Table 4-1, the engine power for the representative data point is 5.78 kW. Engine BTE provides the baseline system efficiency used to evaluate the WHR modeling results discussed in the next chapter. BTE is also good indicator of the health of the engine, and was monitored closely for changes as the coolant temperature was increased. As discussed in the literature review, the engine brake thermal efficiency is essentially the engine output normalized by the fuel input: BTE Wout (4.5) Efuel From the previously calculated values for the engine output and fuel energy flow input, the BTE for the representative test point is 26.40%. 4.1.3 Engine Coolant and Oil Waste Heat The heat rejected to the engine coolant and engine oil were calculated in the same manner. Heat rejection to the coolant and engine oil were of primary importance for this work, not only for the contribution to the energy balance, but as important inputs for the WHR modeling discussed in the next chapter. The heat loss from the engine to both fluids was found using the measured volumetric flow rate and the temperature difference across the engine: QVρc T T (4.6) p out in The inlet and outlet temperatures were corrected using the fit obtained from calibration of the thermocouples against a highly accurate reference. From the values in Table 4-1, the HTF temperatures in and out of the engine are 144.77°C and 155.67°C, respectively. The density and 60PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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