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Table 5-2. Inputs for thermodynamic analysis. Experimental Data Inputs Engine Power Output [kW] Exhaust Temp [°C] Air/Fuel Ratio Fuel Mass Flow Rate [g s-1] Exhaust Mass Flow [kg/s] Exhaust Heat Flow [kW] Coolant Heat Flow [kW] CO2 Exhaust Mass Fraction H2O Exhaust Mass Fraction N2 Exhaust Mass Fraction O2 Exhaust Mass Fraction User Defined Inputs Evaporator Saturation Temp [°C] Max Superheat Temp [°C] (60°C Condenser Temp) Max Superheat Temp [°C] (90°C Condenser Temp) 90°C 7.70 500.6 24.97 0.6264 0.01627 8.45 N/A 150°C 7.65 566.0 22.14 0.6666 0.01543 9.23 6.47 175°C 7.64 539.1 24.06 0.6125 0.1535 8.66 4.96 0.1260 0.0494 0.7362 0.0874 175 350 300 200°C 7.64 597.3 23.46 0.6487 0.01587 10.05 5.05 0.1290 0.0506 0.7375 0.0934 200 375 375 0.1215 0.1364 0.0477 0.0535 0.7374 0.7338 0.0930 0.0759 200 150 375 290 375 240 in an engine power output of approximately 7.65 kW. At 90°C coolant temperature, the engine efficiency was found to be 28.47%. The total increase in efficiency due to the WHR system configurations considered here will be compared to this baseline engine efficiency value, even though the actual engine efficiency may differ at each operating temperature. This will ensure that the relative efficiency increase from WHR at higher temperatures will not be underestimated due to issues with the engine efficiency measurement that will be discussed in Chapter 6. Therefore, the reported relative efficiency increase is calculated as follows: Weng WWHR base base comb base Efuel actual base engine power output and fuel energy input for the given coolant temperature. This combined rel Here, the combined efficiency for a given WHR system is found by using the actual measured (5.1) 73PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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