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results in a total efficiency of 31.80% and a relative efficiency increase of 11.7%, which is down 24% over the same system with a 60°C condenser temperature. The system diagram for the 150°C coolant temperature and 60°C condenser temperature model is shown in Figure 6-22. As previously mentioned, the high-temperature systems have a split path for the ethanol to travel, with one leg running through the engine as coolant and one leg running through the exhaust evaporator (same as the 90°C coolant temperature systems). The ethanol mass flow rates through the two legs are not equal and the model solves for the split depending on the given constraints. For the 150°C system, the mass flow rate through the engine block is 8.25 g s-1 and the mass flow rate thought the exhaust evaporator is 4.39 g s-1. With the additional heat source of the engine block, the total mass flow rate rises to 12.64 g s-1, which is over twice the flow rate of the 90°C coolant temperature system. The net WHR system power output of 2.00 kW is added to the measured engine output of 7.65 kW for a combined total power output of 9.65 kW. Using the measured fuel energy flow of 28.80 kW results in a combined efficiency of 35.64%. Comparing this value to the baseline efficiency of 28.47% yields a relative efficiency gain of 25.20%. The T-s diagram in Figure 6-23 shows a decrease in encompassed area of the cycle compared to the 90°C coolant temperature case at the same condenser temperature. This is partly the result of reducing the evaporator temperature from 200°C to the 150°C coolant temperature, with the subsequent reduction in high-side pressure from 2,959.00 kPa to 981.60 kPa. Additionally, the superheat temperature had to be reduced from 375°C to 290°C to keep the exhaust temperature at the outlet of the exhaust evaporator at least 5°C above the ethanol inlet temperature. However, the 150°C system still makes considerably more power due to the increase in mass flow rate, which takes advantage of the additional heat supplied by the engine structure. The modeling results for the 150°C coolant temperature system with a 90°C condenser temperature 163PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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