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which likely contributed to the increase in ‘other losses’ such as convection and radiation from the engine structure to the environment. Finally, the decrease in heat transfer from the combustion gases to the engine coolant led to an increase in exhaust heat loss as the coolant temperature rose. For example, the exhaust waste heat at 18 N-m torque increased from 29.28 ± 1.43% at 90°C to 32.13 ± 1.66% at 200°C for a 10% relative increase. The regression analysis suggests that the above correlations between the coolant temperature and the heat rejection to the coolant, oil, and exhaust are strong and statistically significant at the 95% confidence level (see Figure 4-1). Additional contributions to increased exhaust waste heat are discussed in the next section, as well as the effect of increased coolant temperature on engine brake efficiency. Figure 6-1 also shows a noticeable change in the trends for the exhaust heat rejection and the engine oil heat rejection in the top graph, and the brake efficiency in the lower graph, when the coolant temperature rises from 150°C to 175°C. During testing, an unexpected increase in calculated engine efficiency occurred between these two coolant temperatures. After testing was completed, the data analysis revealed that the change also effected waste heat fractions, ‘other losses’, exhaust temperature, and emissions. The explanation was found after calculating the rate of oil and HTF loss throughout testing. The fluid leakage rates for the oil and HTF were found by taking the recorded quantities of fluids added and dividing by the engine run time since the last top off. As shown in Figure 6-2, the leakage rates appear to unexpectedly increase above 150°C, which is also accompanied by an increase in apparent brake efficiency. The results suggest that the cylinder head gasket was leaking engine oil, HTF, or both fluids into the combustion chambers, especially when the coolant temperature increased to 175°C and 200°C. However, the post-test engine teardown revealed that only HTF was leaking into the combustion chamber and that engine oil was exclusively leaking externally (see section 6.3). Unfortunately, this occurrence makes it 137PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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